ARP Automotive Racing Catalog
They say that to be successful you must identify a need and satisfy it. Back in 1968 racing enthusiast Gary Holzapfel saw that many of his friends’ broken engines were caused by fastener failure. At the time, there were no commercially available studs and
They say that to be successful you must identify a need and satisfy it. Back in 1968 racing enthusiast Gary Holzapfel saw that many of his friends’ broken engines were caused by fastener failure. At the time, there were no commercially available studs and
You also want an ePaper? Increase the reach of your titles
YUMPU automatically turns print PDFs into web optimized ePapers that Google loves.
2011 <strong>Catalog</strong><br />
The World Leader In Fastener Technology
Stock Replacement<br />
Rod Bolts<br />
pages 32-36, 72-74<br />
Harmonic Balancer<br />
Bolts - page 58<br />
Camshaft Bolts<br />
page 59<br />
Flywheel/Flexplate<br />
Bolts - pages 64-65<br />
Valve Cover Bolts<br />
& Studs - pages 50, 62<br />
Header Studs<br />
& Bolts - page 51<br />
Thermostat<br />
Housing Bolts<br />
pages 56, 61<br />
Rocker Arm<br />
Adjusters - page 49<br />
Rocker Arm Studs - page 48<br />
Aftermarket Replacement<br />
Rod Bolts- page 30-31<br />
ASSEMBLE YOUR ENGINE<br />
THE RIGHT WAY WITH<br />
<strong>ARP</strong> FASTENERS!<br />
Front Cover<br />
Studs - page 53<br />
Water Pump<br />
Bolts - pages 53, 61<br />
HI-PERFORMANCE<br />
FOR COMPETITION<br />
Distributor Hold-Down<br />
Studs - pages 57, 60<br />
Wheel Studs<br />
pages 68-69<br />
4 800-826-3045<br />
Torque Converter<br />
Bolts - page 65<br />
Intake Manifold<br />
Bolts - pages 55, 62, 70<br />
Drive Plate<br />
Bolts - page 68
FASTENERS<br />
AND STREET<br />
Header Studs<br />
& Bolts -<br />
page 51<br />
Air Cleaner<br />
Studs - page 56<br />
Main Studs &<br />
Bolts - pages 45-47, 77<br />
1863 Eastman Avenue<br />
Ventura, CA 93003<br />
web: arp-bolts.com<br />
arpdiesel.com<br />
e-mail: info@arpfasteners.com<br />
phone: 805-339-2200<br />
fax: 805-650-0742<br />
800-826-3045<br />
800-<br />
© 2011 <strong>Automotive</strong> <strong>Racing</strong> Products, Inc.<br />
Carburetor<br />
Studs - pages 55, 71<br />
Head Studs & Bolts -<br />
pages 37-44, 75-76<br />
All Rights Reserved. “<strong>ARP</strong>”, the <strong>ARP</strong> logo,<br />
Wave-Loc, Perma-Loc, <strong>ARP</strong>2000, <strong>ARP</strong>3.5 and <strong>ARP</strong><br />
Ultra-Torque are registered trademarks of <strong>Automotive</strong> <strong>Racing</strong><br />
Products, Inc. All other trademarks are property of their respective owners.<br />
INDEX<br />
Accessory rear cam drive .........................................54<br />
Air cleaner studs .......................................................56<br />
Alternator bolts .........................................................61<br />
Alternator studs .................................................. 60, 71<br />
Apparel .....................................................................99<br />
Assembly lube ..........................................................93<br />
Bellhousing stud kits .......................................... 54, 66<br />
Blower studs .............................................................57<br />
Brake hat bolts ................................................... 67, 70<br />
Bulk fastener bins.....................................................86<br />
Camshaft bolts ..........................................................59<br />
Cam sprocket bolt kits ..............................................78<br />
Carburetor float bowl bolts .......................................57<br />
Carburetor studs ................................................. 55, 71<br />
Carrier fasteners ...................................................... 67<br />
Chrome moly bolt 5-packs ..................................79-85<br />
Clutch cover bolt kits ................................................65<br />
Coil bracket bolts ................................................ 56, 60<br />
Cylinder head bolts ..............................................43-44<br />
Distributor studs ................................................. 57, 60<br />
Drive pins ..................................................................68<br />
Drive plate bolts ........................................................68<br />
Engine accessory kits ...............................................63<br />
Flexplate bolts ..........................................................65<br />
Flywheel bolts ..........................................................64<br />
Front cover bolts and studs ......................................53<br />
Front mandrel bolts ..................................................71<br />
Fuel pump bolts .................................................. 53, 61<br />
Fuel pump pushrods .................................................58<br />
General purpose nuts ..........................................87-88<br />
General purpose washers .........................................91<br />
Harmonic balancer bolts ..........................................58<br />
Head bolts ......................................................43-44, 76<br />
Head studs ............................................... 37-44, 75-76<br />
Header bolts & studs ................................................51<br />
Hex nuts ....................................................................88<br />
Insert washers ..........................................................92<br />
Intake manifold bolts .................................... 55, 62, 70<br />
Main studs & bolts .........................................45-47, 77<br />
Metric exhaust/accessory studs ...............................78<br />
Motor mount bolts .............................................. 53, 66<br />
Nyloc nut 5-packs .....................................................88<br />
Oil pan bolts & studs........................................... 52, 62<br />
Oil pump drives .........................................................59<br />
Perma-Loc adjusters ................................................49<br />
Plate nuts ..................................................................89<br />
Porsche specialty fasteners .....................................78<br />
Pressure plate bolts ..................................................65<br />
Rear end cover bolts .................................................66<br />
Ring compressors .....................................................96<br />
Ring gear bolts .........................................................67<br />
Rocker arm studs .....................................................48<br />
Rod bolt extensions ..................................................95<br />
Rod bolt stretch gauge .............................................96<br />
Rod bolts .................................................. 30-36, 72-74<br />
Spark plug indexer ...................................................95<br />
Special purpose washers ....................................90-91<br />
Stainless steel bolt 5-packs ................................80-85<br />
Stand-off brackets ....................................................92<br />
Starter bolts ..............................................................54<br />
Thermostat housing bolts ................................... 56, 61<br />
Thread chasers .........................................................95<br />
Thread sealer ............................................................94<br />
Torque converter bolts ..............................................65<br />
Torque specs .......................................................24-26<br />
Transmission pan bolts .............................................65<br />
Valve cover bolts & studs ................................... 50, 62<br />
Water pump bolts ............................................... 53, 61<br />
Weld bungs ...............................................................92<br />
Wheel studs .........................................................68-69<br />
Rod Bolts<br />
pages 30-36<br />
replacement and aftermarket<br />
cylindeR head<br />
pages 37-44, 48-51, 75-76<br />
Head studs & bolts, rocker arm studs<br />
& adjusters, valve cover & header<br />
engine Block<br />
pages 45-47, 52-54<br />
Main studs & bolts, oil pan & pump,<br />
front cover, water pump<br />
intake system<br />
pages 55-57<br />
Manifold bolts, carb, air cleaner &<br />
blower studs, coil, distributor<br />
engine components<br />
pages 58-59<br />
Cam, harmonic damper bolts,<br />
fuel pump pushrod, oil pump<br />
accessoRies<br />
pages 60-63<br />
Complete bolt kits, individual bolts<br />
from intake to oil pan<br />
dRiveline<br />
pages 64-68<br />
Flywheel, flex & pressure plate,<br />
converter, rear end, wheel studs<br />
nascaR specialties<br />
pages 69-71<br />
Special fasteners for NASCAR<br />
competition<br />
spoRt compact<br />
pages 72-78<br />
Rod bolts, head bolts & studs, main<br />
bolts & studs, cam & accessory studs<br />
Bulk fasteneRs<br />
pages 79-92<br />
Bolt 5-packs, washers, nuts, bulk bins<br />
weld bungs, stand-off brackets<br />
tools<br />
pages 93-97<br />
Rod bolt extenders, stretch gauge,<br />
ring compressors, thread chasers<br />
appaRel<br />
page 99
the company<br />
4<br />
A Brief History<br />
They say that to be successful you must identify a need<br />
and satisfy it. Back in 1968 racing enthusiast Gary Holzapfel<br />
saw that many of his friends’ broken engines were caused<br />
by fastener failure. At the time, there were no commercially<br />
available studs and bolts up to the challenge. So Holzapfel<br />
called upon his many years of fastener<br />
making experience for a leading aerospace<br />
subcontractor and founded <strong>ARP</strong> ®<br />
(<strong>Automotive</strong> <strong>Racing</strong> Products). In<br />
the ensuing years, the firm has grown<br />
from what was literally a backyard<br />
garage workshop into a highly diversi-<br />
Gary Holzapfel<br />
Founder and CEO<br />
fied manufacturer with five operational<br />
entities in Southern California with<br />
a combined area in excess of 148,000<br />
square feet. These include forging, machining, finishing and<br />
packaging/warehousing facilities in Santa Paula and Ventura,<br />
California. There is even a unique racing-themed restaurant at<br />
the main Santa Paula facility (called “Hozy’s Grill” - which is<br />
open to the public).<br />
<strong>ARP</strong>’s state-of-the-art manufacturing facility in Santa Paula.<br />
Packaging, warehousing and sales operations are handled out of Ventura.<br />
<strong>ARP</strong>’s new forging facility in Santa Paula, California.<br />
On hand at the Grand Opening of <strong>ARP</strong>’s new manufacturing facility<br />
in Santa Paula, CA were (l to r) 12-time NHRA World Champ<br />
John Force, <strong>ARP</strong>’s VP Sales & Marketing Bob Florine, Founder and<br />
CEO Gary Holzapfel, Assistant Sales Manager Chris Raschke and<br />
<strong>ARP</strong> President Mike Holzapfel.<br />
Today, <strong>ARP</strong>’s product line contains thousands of part<br />
numbers, and has expanded to include virtually every fastener<br />
found in an engine and driveline. These range from quality<br />
high performance OEM replacement parts to exotic specialty<br />
hardware for Formula 1, IndyCar, NASCAR and NHRA drag<br />
racing and marine applications.<br />
As a matter of fact, <strong>ARP</strong>’s customer list reads like a “who’s<br />
who” of motorsports around the world. In the past several<br />
years, virtually every major championship on the planet has<br />
been won with engines prepared by <strong>ARP</strong> customers. These<br />
include NASCAR Sprint Cup, IRL, Formula 1, NHRA Top<br />
Fuel, Funny Car & Pro Stock, NASCAR Nationwide Series<br />
and Camping World Truck Series. And so it goes. <strong>ARP</strong> works<br />
closely with many, many teams as a supplier of engine and<br />
driveline fasteners, and has clearly become recognized as “the”<br />
preeminent source for serious racers.<br />
In addition to its core automotive business, <strong>ARP</strong> has an<br />
Aerospace Division, and is one of the very few companies in<br />
the world fully licensed by the United States Government to<br />
manufacture MS-21250 fatigue rated fasteners.<br />
<strong>ARP</strong> also manufactures a variety of industrial fasteners on a<br />
contract basis, and is known for its ability to promptly provide<br />
efficient solutions to problems at hand.<br />
All metal finishing operations are done in this Santa Paula plant.<br />
This facility is home to <strong>ARP</strong>’s heat-treating operations.<br />
800-826-3045
The Manufacturing Process…<br />
In order to ensure optimum quality control, <strong>ARP</strong> has<br />
grown to be exceptionally self-reliant and now controls<br />
all aspects of the manufacturing process. All operations<br />
are performed in-house and closely monitored. This is<br />
how <strong>ARP</strong> has been able to establish a reputation for “zero<br />
defects” quality throughout the industry.<br />
The process begins right at the mill, where <strong>ARP</strong> orders<br />
only premium grade materials including several proprietary<br />
alloys. The ever-popular 8740 chrome moly steel, for<br />
example, comes from the mill in four distinct grades. The<br />
lowest is “commercial,” which is followed by “aircraft quality.”<br />
<strong>ARP</strong> uses only the top two grades (SDF and CHQ), which<br />
cost twice as much, but provide the foundation for defect-free<br />
fasteners. These materials come in bar stock (for studs) and<br />
huge coils (for bolts).<br />
Transforming raw material into a fastener begins with<br />
“hot” and “cold” heading processes. Material is fed into powerful<br />
devices and cold forged, or induction-heated and formed<br />
under tons of pressure.<br />
<strong>ARP</strong>’s bank of cold-headers can handle material up to 5/8˝ diameter<br />
and form bolts in a multi-phase operation.<br />
An overview of part of <strong>ARP</strong>’s expansive machining operations. The shop<br />
is laid out for optimum efficiency.<br />
800-826-3045<br />
Material comes from the<br />
mill in large coils...which<br />
subsequently will be fed into<br />
cold-headers and formed into<br />
bolts.<br />
Some bolts begin as induction-heated lengths of<br />
bar stock that are forged on huge presses with the<br />
desired head shape.<br />
Lengths of bar stock are automatically fed into special machines and<br />
cut to the appropriate length.<br />
the company<br />
5
the company<br />
6<br />
Following the basic shaping, material is heat-treated to<br />
desired levels. This crucial process is done entirely in-house<br />
to assure total quality control. <strong>ARP</strong> uses special vertical racks<br />
to hold each piece individually and assure complete 360° penetration.<br />
This is far superior to commonly-used methods of<br />
dumping items into a large bin and batch-treating.<br />
Studs are centerless ground to guarantee concentricity.<br />
The thread rolling operation (to MIL-S-8879A specs) is done<br />
after heat-treat, which accounts for a fatigue strength up to<br />
ten times higher than fasteners which are threaded prior to<br />
heat-treat.<br />
<strong>ARP</strong> manufactures nuts in a multi-step process that begins<br />
with raw material being fed into a giant forming device that<br />
“blanks” the hex and 12-point nuts and continues with highly<br />
sophisticated automated threading equipment tapping each<br />
nut with an accuracy of .001˝ (which is five times higher than<br />
the aerospace standard). This ensures an exceptionally closetolerance<br />
fit between the bolt/stud and nut.<br />
Metal finishing is also performed in-house at <strong>ARP</strong>.<br />
Operations include black oxide coating of chrome moly or<br />
polishing stainless steel to a brilliant luster.<br />
A series of CNC-threading machines are employed by <strong>ARP</strong> to accurately tap the threads in<br />
nuts. Tolerances held are 5 times better than aerospace standards.<br />
Heat-treating is critically important in obtaining the correct tensile strength.<br />
Fasteners are placed in special vertical racks to ensure complete 360˚ penetration.<br />
The Grinding Department is where all studs are centerless ground to<br />
ensure that they are perfectly concentric. As many as ten machining<br />
steps are required to achieve this level of accuracy.<br />
Powerful cold-forging equipment is used to make<br />
<strong>ARP</strong>’s hex and 12-point nuts. Multi-stage dies are<br />
employed to precision-form the finished “blanks.”<br />
<strong>ARP</strong> performs the thread<br />
rolling operation after<br />
heat-treating, which results<br />
in a fatigue strength up to<br />
10-times higher than fasteners<br />
with threads rolled prior<br />
to elevating the material’s<br />
tensile strength.<br />
800-826-3045
Also on the premises is a fully-equipped lab for R&D and<br />
quality control. It has everything required to ensure that <strong>ARP</strong><br />
products measure up to the company’s ultra high standards.<br />
Some of the tests that <strong>ARP</strong> personnel perform on a daily basis<br />
include proof loading (using a 120,000 lb. capability tensile<br />
machine), fatigue cycle (Amsler) and hardness (Rockwell).<br />
Visual inspections include use of an optical comparator (to<br />
check thread root contour, etc.), fixtured micrometers and<br />
microscopic grain flow analysis. The computer-controlled<br />
fatigue cycle testers allow <strong>ARP</strong> to take fasteners to a failure<br />
point in millions of cycles – as opposed to the aerospace norm<br />
of 65,000 average to 130,000 cycles maximum. This allows<br />
<strong>ARP</strong> engineers to verify the design specifications of each<br />
fastener, and prove its ability to provide superior long-term<br />
service.<br />
Finished products are packaged and warehoused in <strong>ARP</strong>’s<br />
Ventura facility, which is also home to the firm’s customer<br />
service, technical and sales office.<br />
Fasteners are shot-peened after heat-treatment to improve overall<br />
external integrity.<br />
800-826-3045<br />
Contemporary EDM<br />
technology is used to<br />
perform special operations,<br />
such as hex-broaching<br />
the nose of a unique<br />
short-run fastener<br />
A bank of CNC machining centers are<br />
employed at <strong>ARP</strong> to perform specialty<br />
operations.<br />
<strong>ARP</strong>’s popular stainless steel engine & accessory fasteners are polished to<br />
a brilliant luster using this specialized equipment.<br />
The finishing touch for most chrome moly fasteners is the black oxiding<br />
operation. Fasteners go through a series of “baths.”<br />
the company<br />
7
the company<br />
8<br />
Behind The Scenes<br />
There are a number of important elements in the production<br />
of specialty fasteners, not the least of which are materials,<br />
design and manufacturing. As you read further into this<br />
catalog, you will get a better idea of the extraordinary steps<br />
taken by <strong>ARP</strong> to produce the very finest products of their<br />
kind on the market today. The key to success in all areas is<br />
personnel. And here’s where <strong>ARP</strong>’s cadre of highly qualified<br />
and dedicated specialists shines brightly.<br />
Two valuable resources in the design of <strong>ARP</strong> products are<br />
Dr. Kenneth Foster and Russell Sherman, P.E. Both men have<br />
extensive backgrounds in mechanical engineering, metallurgy<br />
and stress analysis. Their academic credentials are substantial,<br />
and real world experience equally impressive. Dr. Foster has<br />
a Ph.D. in Engineering Mechanics from Cornell University<br />
and has taught at several colleges. He was formerly the head<br />
of Stress & Dynamics at Hughes Aircraft, Space Systems<br />
division. Mr. Sherman has been awarded a fellowship from<br />
A.S.M. International, a technical achievement award from<br />
Fastener Technology International, and holds a number of<br />
fastener patents.<br />
High powered magnifiers are used to carefully inspect critical components.<br />
<strong>ARP</strong>’s quality control team is relentless!<br />
A computer-controlled Instron tensile machine is used to determine<br />
the ultimate tensile strength of studs and bolts.<br />
Kenneth Foster, PhD<br />
Consulting Engineer<br />
Russell Sherman, P.E.<br />
Consulting Engineer<br />
Robert Logsdon<br />
Q.C. Consultant<br />
Some of the most valuable work done by Foster and<br />
Sherman includes analyzing various aspects of engine, chassis<br />
and driveline structural loads, and coming up with solutions to<br />
the problems at hand. In this manner, the <strong>ARP</strong> Research Team<br />
is able to continually expand the company’s product line.<br />
<strong>ARP</strong> has added Robert Logsdon to its cadre of consultants.<br />
He comes to <strong>ARP</strong> with vast experience in the area of Metrology,<br />
Quality Control, Manufacturing, Acquisition and Configuration<br />
Management. Logsdon is a graduate of the U.S. Naval Academy<br />
of Metrology Engineering, the Defense Management College<br />
A series of special checking devices are employed to monitor<br />
the quality of threads. For every thread size, there is a checking device.<br />
<strong>ARP</strong> has two of these highly sophisticated Amsler fatigue machines,<br />
which check fasteners through millions of cycles.<br />
800-826-3045
and U.S. Air Force Institute of Technology. Additionally, <strong>ARP</strong><br />
has one of the industry’s most complete in-house R&D/QC<br />
facilities and a wide variety of testing equipment. Through the<br />
combined efforts of Logsdon and <strong>ARP</strong>’s management team, the<br />
ISO 9001 Level 1 (Quality Manual), Level 2 (Quality System<br />
Procedures) and Level 3 (Work Instructions) documentation<br />
has been finalized and is being implemented. <strong>ARP</strong> is now ISO<br />
9001 and AS9100 registered.<br />
<strong>ARP</strong> also enjoys a solid working relationship with many of<br />
the most respected professional engine builders and race teams<br />
from the world over – including those involved in Formula 1,<br />
NASCAR, NHRA, IHRA, World of Outlaws and a host of<br />
others. Constant interaction with these racing experts to provide<br />
fasteners for a wide variety of competition applications<br />
enables <strong>ARP</strong> to stay on the cutting edge of fastener technology<br />
development.<br />
You will find <strong>ARP</strong> fasteners sold by leading performance<br />
retailers and professional engine builders from coast to coast.<br />
These firms know that <strong>ARP</strong> fasteners are the standard of the<br />
industry, and smart consumers will accept no substitutions. As<br />
you can see, all <strong>ARP</strong> fasteners are proudly made in the USA<br />
The finished goods are given a protective coating and stored in sealed<br />
containers, awaiting packaging. Millions are in stock!<br />
After final packaging the kits are placed in storage racks and are ready<br />
for order fulfillment. Thousands of SKU’s are warehoused.<br />
800-826-3045<br />
to the industry’s highest standards. <strong>ARP</strong> also supports racers<br />
through generous contingency awards programs with many<br />
racing programs. <strong>ARP</strong> is a long-time NHRA Major Sponsor.<br />
What <strong>ARP</strong> Can Do For You<br />
In addition to manufacturing a comprehensive array of<br />
cataloged fasteners for automotive and aerospace applications,<br />
<strong>ARP</strong> thrives on the challenges of developing fasteners to solve<br />
unique problems. Racers, Pro Street enthusiasts and street<br />
rodders have, over the years, approached <strong>ARP</strong> about manufacturing<br />
special fasteners for unique applications, and the<br />
company has responded with innovative solutions.<br />
<strong>ARP</strong> can provide complete R&D services, including metallurgical<br />
research, product design, prototype machining and<br />
extensive laboratory testing. Moreover, <strong>ARP</strong> has experience<br />
manufacturing fasteners from a wide variety of materials. All<br />
work can be performed under the strictest confidence. <strong>ARP</strong><br />
is well versed in facilitating proprietary research and custom<br />
manufacturing for corporations the world over.<br />
It is for good reason that <strong>ARP</strong> is recognized as “The World<br />
Leader In Fastener Technology!”<br />
<strong>ARP</strong> fasteners are prominently featured at leading performance retailers<br />
worldwide.<br />
Components for each kit are placed on the appropriate display cards,<br />
sealed and labeled. Through-put has been significantly increased.<br />
the company<br />
9
fastener tech<br />
10<br />
John carroll smith: a tribute<br />
There are many of us who can say we knew John Carroll<br />
Smith in life.<br />
Carroll Smith was known around the engineering shops<br />
as a design and development engineer. He was known on<br />
race circuits as a team manager, driver coach and racing<br />
guru. And before that, he was known for his 30+ years of<br />
racing experience, driving in SCCA events, as well as on circuits<br />
in Europe including the Targa Florio and Le Mans.<br />
Even more of us know Carroll Smith through his books.<br />
His “To Win” series of books brought technical acclaim<br />
as they became staples for amateur and professional racers,<br />
while his “Engineer in Your Pocket” are today highly<br />
regarded as engineering handbooks. We’re never surprised<br />
to find his name on or featured in – books on race car<br />
design, preparation, engineering and tuning.<br />
Among his peers at the Society of <strong>Automotive</strong> Engineers,<br />
he served as a judge for the Formula SAE competition.<br />
One of his proudest honors was the Society’s Excellence in<br />
Engineering Education award.<br />
Carroll Smith was a race engineer and special motorsports<br />
consultant with <strong>Automotive</strong> <strong>Racing</strong> Products for more than<br />
decade. The pages of our catalog alone bear the mark of his<br />
enormous contributions to our efforts.<br />
Here at <strong>ARP</strong>, as elsewhere, Carroll Smith’s mission was<br />
THE “AEROSPACE QUALITY” MYTH<br />
In areas from hose ends to engine fasteners the terms<br />
“Aerospace material and Aerospace Quality” have become buzz<br />
words implying the very best in design, materials and quality<br />
control.<br />
“It isn’t necessarily so”, says Gary Holzapfel, founder and CEO<br />
of Santa Paula, California based <strong>ARP</strong>, Inc. <strong>ARP</strong> (<strong>Automotive</strong><br />
<strong>Racing</strong> Products) supplies extremely high strength and fatigue<br />
resistant threaded engine fasteners to NASCAR, IRL, NHRA<br />
and Formula One engine builders and manufacturers. Holzapfel<br />
explained his reasons in an interview with Carroll Smith.<br />
Smith: “Gary, do you believe that the term “aerospace quality”<br />
is over rated in the specialty fastener industry?”<br />
“Yes I do. First of all, the term is meaningless. Any AMS<br />
(Aerospace Material Specification) material must be matched<br />
to the specific application. As an example, some airframe bolts<br />
(AN3-20) are legitimate “aerospace parts” and are very well suited<br />
for the low stress applications for which they were designed. But<br />
with a minimum ultimate tensile strength of 125,000 psi, and<br />
a relatively low temperature limit, they would be completely<br />
unsuitable for use in a racing engine.<br />
We started out in the aerospace fastener business and we<br />
understand it. That’s why we’re not in it any longer. What is not<br />
generally understood about aerospace fasteners is that the fastener<br />
manufacturers do not design the product. The nuts, bolts and<br />
studs are spec’d by the airframe or engine designers and put out<br />
for bid. As long as the supplier certifies that the product meets<br />
the minimum requirement of the specification and it passes the<br />
customer’s inspection procedures, low bid wins.”<br />
simple. He was determined to impart the encyclopedic<br />
knowledge of racing and the machinery of racing that he<br />
learned during those decades on the world’s racetracks,<br />
around those shops and among his engineering peers.<br />
He left us at <strong>ARP</strong> with a significant engineering inheritance.<br />
Much of what we now know from Carroll will<br />
ensure we remain the world leader in the field of racing<br />
fasteners. It is our way of reciprocating for what he gave us<br />
that we impart his expertise and experience in the form we<br />
know best, superior engineered products.<br />
As an engineer, Carroll Smith had successes in Formula<br />
5000, numerous GT and sports car races, and with the<br />
Ferrari Formula 1 team. He is best known, however, for<br />
his work with Carroll Shelby and the Ford GT40 program<br />
which he helped develop into a winner at Le Mans.<br />
Ford has recently announced it is bringing back the<br />
GT40, its signature race car and a vehicle which, even forty<br />
years later, bears Carroll’s fingerprints. To those of us who<br />
knew him in person and through his work, the return of the<br />
GT40 is just another indicator of the enormous contribution<br />
to race engineering that John Carroll Smith continues<br />
to make, even after his passing.<br />
Carroll Smith passed away at his California home on<br />
May 16, 2003, from pancreatic cancer.<br />
Smith: “Are you implying that the aerospace fastener manufacturers<br />
cut corners in order to win contracts?”<br />
“No, it’s a matter of manufacturing goals and simple economics.<br />
The aerospace market is price dominated. In order to get the<br />
contract, the fastener manufacturer’s goal is to meet the specification<br />
at the least cost, not to produce the best possible part.<br />
This means that they are going to use the least expensive steel<br />
and manufacturing processes that will meet the specification.<br />
There is nothing wrong with this approach.<br />
It certainly does not mean that certified aerospace fasteners are<br />
unsafe in any aspect. They will do the job for which they were<br />
designed.<br />
There is another factor. Airframe<br />
and aircraft engine manufacturers<br />
design their components to a<br />
very high margin of safety. Further,<br />
aerospace structures are designed to<br />
be “fail safe.” There is a back up or<br />
second line of defense for virtually<br />
every structural component so that<br />
an isolated failure will not lead to<br />
disaster. They are also subjected to<br />
frequent and rigorous inspections.”<br />
Smith: “What’s different about<br />
motor racing?”<br />
“Quite a lot, really. While the<br />
demands for strength, fatigue<br />
resistance and quality control can<br />
be similar, and the assembly and<br />
inspection procedures in racing can<br />
This spring was wound<br />
from un-shaved<br />
material.<br />
It failed on the<br />
seam line.<br />
800-826-3045
<strong>ARP</strong>’s Mike Holzapfel and Russ Sherman discuss a fastener’s alloy.<br />
be as rigorous as aerospace, in professional racing very few parts<br />
are over designed and there are no fail safe features.<br />
There are no back up provisions for component failure. A<br />
failed (or even loosened) nut or bolt in a racing engine means<br />
disaster - instant catastrophic failure. An expensive engine is<br />
destroyed and a race is lost.<br />
That is why random failures are unacceptable in motor racing,<br />
and why aerospace standards should be only a starting point. This<br />
means that a specialist in the production of high performance<br />
engine fasteners must design and manufacture the very best fasteners<br />
that can be produced.”<br />
Smith: “So where does the production for a new racing<br />
fastener begin?”<br />
“The design process begins with the customer’s requirements<br />
the operating conditions and loads to be expected, the packaging<br />
constraints and the weight and cost targets. This allows us<br />
to select the optimum material for the part, and to do the initial<br />
mechanical design.<br />
There is more to material selection than simply choosing the<br />
best alloy. It means using only the cleanest and purest steel available,<br />
which, in turn, means researching to identify the best and<br />
most modern steel mills. It means working closely with the mills<br />
both to insure consistent quality and to develop new and better<br />
alloys.<br />
5 stage<br />
“Cold Header”<br />
used in the production<br />
of <strong>ARP</strong> bolts<br />
800-826-3045<br />
There are not only a<br />
myriad of alloys to choose<br />
from; but for each alloy there<br />
are several grades of “aircraft<br />
specification” steel wire from<br />
which fasteners can be made.<br />
We believe that only the top<br />
(and most expensive) grade<br />
– shaved-seamless, guaranteed<br />
defect-free – is suitable for<br />
racing engine applications.<br />
We also believe that samples<br />
from each batch should<br />
be subjected to complete<br />
metallurgical inspection.”<br />
Smith: “How many alloys<br />
do you work with?”<br />
“We are currently produc-<br />
ing fasteners from at least 10 different steel alloys<br />
from 8740 chrome moly to the very high strength<br />
chromium-cobalt-nickel alloys such as Custom Age<br />
625+. We also use stainless steel and titanium. With<br />
UTSs (Ultimate Tensile Strength) from 180,000 to<br />
270,000 psi, we can suit the material to the job and<br />
the customer’s cost restraints. We are continually<br />
researching and experimenting with new alloys<br />
and manufacturing processes – some with all<br />
around better strength and fatigue properties.”<br />
Smith: “Once the design work is done and<br />
material has been selected, what’s<br />
next?”<br />
“Next comes the actual process of<br />
manufacturing. It goes without saying<br />
that all high strength bolts must have<br />
rolled rather than cut threads, and that<br />
the threads must be rolled after heattreatment.<br />
But there is more to it. The old saying<br />
to the effect of, “If you are doing something<br />
in a particular way because that’s the way it has always been<br />
done, the chances are that you are doing it wrong,” holds true in<br />
fastener technology.<br />
Technology advances, and we have to advance with it. All of<br />
the manufacturing processes should be subject to continuous<br />
experimentation and development. As an example, with some<br />
alloys, cold heading produces a better product than hot heading,<br />
and vice versa. The number and force of the blows of the cold<br />
heading machine can make a significant difference in the quality<br />
of the end product. Excessive numbers of blows can lead to voids<br />
in the bolt head. <strong>ARP</strong>, in fact, holds significant patents on cold<br />
heading procedures for the higher nickel and cobalt based alloys.<br />
In a typical aerospace manufacturing process, these alloys are hot<br />
headed from bars, reduced in diameter from 48 to 50% by cold<br />
drawing, resulting in a hardness of about Rockwell C46 which<br />
is too hard for cold heading. So, the blanks are locally induction<br />
heated in a very narrow temperature envelope and hot headed.<br />
If care is not taken the process can reduce the hardness of<br />
the bolt head and the area immediately under it as much as 3<br />
to 5 points on the Rockwell C scale. Subsequent heat-treatment<br />
does not restore this partially annealed area to full hardness and<br />
strength. Therefore, the final result can be a relatively soft headed<br />
bolt. This process is not preferred by <strong>ARP</strong>.<br />
Our patented process begins with a softer wire that can be cold<br />
forged. The process work hardens the head and the under head<br />
area to the desired hardness. We then power extrude the front end<br />
to achieve the reduction and hardness in the shank resulting in a<br />
bolt with even strength and hardness from end to end.<br />
The same is true of thread rolling. Temperature and die speed<br />
must be controlled and changed for different alloys. Many bolt<br />
manufacturers who meet the Aerospace Specifications don’t come<br />
close to meeting our standards. We consistently go beyond<br />
standard aerospace specs.<br />
Our concern with the manufacturing processes extends to the<br />
details of heat-treating, shot-peening, fillet rolling and grinding<br />
– down to the frequency of dressing the grinding wheels. In the<br />
arena where aerospace standards are a starting point and random<br />
failures are unacceptable, I feel <strong>ARP</strong> stands alone as a primary<br />
11<br />
the company
fastener tech<br />
12<br />
engineering and manufacturing source for specialty and custom<br />
fasteners for use in motorsports.<br />
It is important to realize that simply quoting an AMS<br />
(Aerospace Material Specification) number without strength and<br />
percentage of elongation numbers is meaningless. Statements that<br />
the use of a particular material will, in itself, result in extreme<br />
strength and resistance to fatigue can be misleading. In the world<br />
of high strength alloys, whether they are used for bolts or for<br />
landing gears, the manufacturing processes are at least as important<br />
as the material specification.<br />
Some in our industry claim to inspect materials at the “molecular”<br />
level. In metallurgical terms, molecules are not necessarily<br />
part of the vocabulary. Our engineers tell us that talking about<br />
molecules is misleading. When reference is made to metal, it is<br />
typically in terms of atom structures. We routinely check metallurgical<br />
features microscopically. By the way, the same is true for<br />
claims of manufacturing to “zero tolerance.”<br />
“Our engineers tell us that this is technically unrealistic.”<br />
Smith: “How does the actual process work at <strong>ARP</strong>?”<br />
“For each new design, we produce a number of prototype<br />
parts using different design aspects and sometimes different<br />
methods.<br />
We inspect and test after each process, choose the best design<br />
and method of manufacture, and then freeze the design and write<br />
the manufacturing specification.”<br />
Smith: “You have mentioned the importance of fatigue<br />
resistance. Is there a difference in the procedures for<br />
strength and fatigue testing between aerospace and the<br />
specialty racing industry?”<br />
“Yes. While the ultimate tensile strength testing is the same,<br />
fatigue testing is different. Aerospace fasteners are fatigue tested<br />
to the relevant specification of fluctuating tension load and<br />
number of cycles typically 130,000 cycles with the high tension<br />
load at 50% of the UTS and the low load at 10% of the high<br />
load. If all of the test samples last 85,000 cycles (per AMS 5842-<br />
D), the lot is accepted.<br />
Even though racing fasteners are not continuously subjected<br />
to their maximum design load, at 18,000 rpm, 100,000 cycles<br />
takes just 5 minutes, thirty-four seconds. Except for drag racing,<br />
measured in seconds, no race lasts just 5 minutes. Therefore we<br />
consider this Aerospace Standard to be inadequate. At <strong>ARP</strong>, we<br />
fatigue test to elevated loads (10% above aerospace requirements)<br />
and to a minimum cycle life that exceeds 350,000 cycles. The<br />
majority of samples are routinely tested to one million cycles.<br />
During material development...and in the case of extremely critical<br />
new designs, we test to destruction.<br />
Thread rolling is the last mechanical operation in our manufacturing<br />
process. For each production run the thread rolling<br />
machine is shut down after a few parts. These parts are inspected<br />
for dimensional accuracy and thread quality, and are physically<br />
tested for both strength and fatigue before the run is continued.<br />
Random samples are inspected and tested throughout the run.<br />
Extremely critical components are individually inspected for<br />
dimensional integrity.”<br />
Smith: “What about out sourcing?”<br />
“Economics often dictate that many processes in the manufacture<br />
of aerospace fasteners are out sourced or farmed out. In<br />
fact, 30 plus years ago, <strong>ARP</strong> began as an out source thread rolling<br />
shop.<br />
Over the years, however, we have found, through experience,<br />
that the only way to maintain the quality we require is to keep<br />
everything in-house. From heading through machining, grinding,<br />
heat-treat, thread rolling, and shot-peening to black oxide<br />
treatment we perform every operation in house on our own<br />
equipment with our own employees.”<br />
Smith: “Gary, One of the things that I am hearing is that<br />
every aspect of the manufacture of racing engine fasteners<br />
is more expensive than that of similar aerospace items.”<br />
“True, but the bottom line is that we have to look at the cost<br />
aspect of the very best fastener versus the cost aspect of a blown<br />
engine and a lost race. In the end, the manufacturing of fasteners<br />
for racing comes down to a matter of attitude; a refusal to accept<br />
published standards and procedures as the best that can be done<br />
and most of all a determination to learn and to make still better<br />
products.”<br />
800-826-3045
There are literally hundreds of standards and specifications. For all types of applications, from bridges to spaceships. None are, however,<br />
as critical as those required for real-world motorsports applications. In an environment where lighter is faster there is clearly no room for<br />
redundancy systems, like those found in military and aerospace applications. The mere nature of Motorsports requires designers to produce<br />
fasteners that are light; yet produce toughness, fatigue and reliability factors that extend far beyond other acknowledged application standards.<br />
The design and production of fasteners, exclusively for racing, clearly involves many complex factors. Some so special no standards or design<br />
criteria exist; and so everyone at <strong>ARP</strong> is totally dedicated to the development and analysis of appropriate bolt designs exclusively for special<br />
applications. Designs that take into account the special loads and endurance that must be carried, the material selection, processing, and the<br />
methods of installation that will continue to deliver <strong>ARP</strong> quality and reliability.<br />
The focus of the following material, prepared by the <strong>ARP</strong> engineering staff, could be called:<br />
“MOTORSPORTS FASTENER ENGINEERING for the NON-ENGINEER.”<br />
It is hoped that by providing an overview of the engineering, design and production forces <strong>ARP</strong> applies daily, you –<br />
as the end user – will be better equipped to evaluate your initial fastener requirements, effectiveness and performance.<br />
DESIGN PROCEDURES for AUTOMOTIVE BOLTS<br />
Presented by Dr. Kenneth Foster, PhD<br />
The design of automotive bolts is a complex process, involving<br />
a multitude of factors. These include the determination of operating<br />
loads and the establishment of geometric configuration. The<br />
process for connecting rod bolts is described in the following<br />
paragraphs as an example.<br />
The first step in the process of designing a connecting rod bolt<br />
is to determine the load that it must carry. This is accomplished<br />
by calculating the dynamic force caused by the oscillating piston<br />
and connecting rod. This force is determined from the classical<br />
concept that force equals mass times acceleration. The mass<br />
includes the mass of the piston plus a portion of the mass of the<br />
rod. This mass undergoes oscillating motion as the crankshaft<br />
rotates. The resulting acceleration, which is at its maximum value<br />
when the piston is at top dead center and bottom dead center,<br />
is proportional to the stroke and the square of the engine speed.<br />
The oscillating force is sometimes called the reciprocating weight.<br />
Its numerical value is proportional to:<br />
It is seen that the design load, the reciprocating weight,<br />
depends on the square of the RPM speed. This means that if the<br />
speed is doubled, for example, the design load is increased by a<br />
factor of 4. This relationship is shown graphically below for one<br />
particular rod and piston.<br />
800-826-3045<br />
A typical value for this reciprocating weight is in the vicinity<br />
of 20,000 lbs. For purposes of bolt design, a “rule of thumb” is to<br />
size the bolts and select the material for this application such that<br />
each of the 2 rod bolts has a strength of approximately 20,000 lbs.<br />
(corresponding to the total reciprocating weight). This essentially<br />
builds in a nominal safety factor of 2. The stress is calculated<br />
according to the following formula:<br />
so that the root diameter of the thread can be calculated from<br />
the formula:<br />
This formula shows that the thread size can be smaller if a<br />
stronger material is used. Or, for a given thread size, a stronger<br />
material will permit a greater reciprocating weight. The graph<br />
(see page 14) shows the<br />
relationship between<br />
thread size and material<br />
strength.<br />
It must be realized<br />
that the direct reciprocating<br />
load is not the<br />
only source of stresses in<br />
bolts. A secondary effect<br />
arises because of the<br />
flexibility of the journal<br />
end of the connecting<br />
rod. The reciprocating<br />
load causes bending<br />
deformation of the bolted<br />
joint (yes, even steel<br />
deforms under load).<br />
This deformation causes<br />
bending stresses in the<br />
bolt as well as in the<br />
rod itself. These bending<br />
stresses fluctuate<br />
“H” beam-deformed.<br />
Total translation<br />
contours.<br />
For loading in<br />
tension due to<br />
acceleration forces<br />
at 8000 RPM<br />
13<br />
fastener tech
fastener tech<br />
14<br />
from zero to their maximum level during each revolution of the<br />
crankshaft.<br />
The next step is to establish the details of the geometric configuration.<br />
Here the major consideration is fatigue, the fracture<br />
that could occur due to frequent repetition of high stresses, such<br />
as the bending stresses described above. Several factors must be<br />
considered in preventing fatigue; attention to design details is<br />
essential.<br />
Fatigue failure is frequently caused by localized stress risers,<br />
such as sharp corners. In bolts, this would correspond to the<br />
notch effect associated with the thread form. It is well known that<br />
the maximum stress in an engaged bolt occurs in the last engaged<br />
thread. By removing the remaining, non-engaged threads, the<br />
local notch effect can be reduced. This leads to the standard<br />
configuration used in most <strong>ARP</strong> rod bolts: a reduced diameter<br />
shank and full engagement for the remaining threads. Providing<br />
a local fillet radius at the location of the maximum stress further<br />
reduces the local notch effect. Thus this configuration represents<br />
the optimum with respect to fatigue strength.<br />
The reduced diameter shank is helpful in another sense. It<br />
reduces the bending stiffness of the bolt. Therefore, when the bolt<br />
bends due to deformation of the connecting rod, the bending<br />
stresses are reduced below what they would otherwise be. This<br />
further increases the fatigue resistance of the bolt. A typical bolt<br />
configuration is shown below.<br />
Once the bolt configuration has been established, the manufacturing<br />
process comes into play. This involves many facets,<br />
which are discussed in detail elsewhere. Here, however, one process<br />
is of primary interest. With respect to bolt fatigue strength,<br />
thread rolling is a major consideration. Threads are rolled after<br />
heat treating. This process, which deforms the metal, produces a<br />
beneficial compressive stress in the root of the thread. It is beneficial<br />
because it counteracts the fluctuating tensile stresses that<br />
can cause fatigue cracking. If heat-treatment were to occur after<br />
rolling, the compressive stresses would be eliminated. This would<br />
therefore reduce the fatigue resistance of the bolt.<br />
An additional factor must be taken into account in defining<br />
the bolt configuration: the length of engaged thread. If too few<br />
threads are engaged, the threads will shear at loads that are lower<br />
than the strength of the bolt. As a practical matter, the thread<br />
length is always selected so that the thread shear strength is<br />
significantly greater than the bolt tension strength.<br />
This problem is especially important in bolts used in aluminum<br />
rods because of the fact that the shear strength of aluminum<br />
is much lower than the shear strength of steel.<br />
Finally, although not a design parameter, the subject of bolt<br />
installation preload must be addressed. It is a fundamental engineering<br />
concept that the force in a bolt in an ideal preloaded<br />
joint will remain equal to the preload until the externally applied<br />
force exceeds the preload. Then the force in the bolt will be equal<br />
to the external force. This means that fluctuating external forces<br />
will not cause fluctuating forces in a preloaded bolt as long as the<br />
preload exceeds the external force. The result is that fatigue failure<br />
will not occur. In a non-ideal joint, such as in a connecting rod,<br />
the bolt will feel fluctuating stresses due to fluctuating rod distortions.<br />
These are additive to the preload, so that fatigue could<br />
result. In connecting rods, precise preloads are required because<br />
if they are too low, the external forces (the reciprocating weights)<br />
will exceed the preloads, thus causing fatigue. If they are too high,<br />
they provide a high mean stress that combines with the fluctuating<br />
stresses due to rod distortion. Again, fatigue is promoted.<br />
The objective, then, is to preload a bolt so that it just exceeds<br />
the external load, and no higher. To sum up: both insufficient<br />
preloads and excessive preloads can lead to fatigue failures.<br />
Appropriate preloads are specified for each <strong>ARP</strong> bolt. These<br />
preloads can be attained in a connecting rod by applying proper<br />
torque using a torque wrench or by measuring the amount of<br />
stretch in the bolt using a stretch gauge (it is known that a bolt<br />
stretches in proportion to the tension in it). The torque method<br />
is sometimes inaccurate because of the uncertainty in the coefficient<br />
of friction at the interface between the bolt and the rod.<br />
This inaccuracy can be minimized by using the lubricant supplied<br />
by <strong>ARP</strong>.<br />
Other factors, equally as important as design, include material<br />
selection, verification testing, processing, and quality control.<br />
These aspects of bolt manufacturing are discussed elsewhere in<br />
this document.<br />
The foregoing discussion concentrated on the design of bolts.<br />
The same considerations apply in the design of studs.<br />
800-826-3045
800-826-3045<br />
recognizing common failures<br />
There are six types of metallurgical failures that affect fasteners. Each type has unique identifying physical characteristics.<br />
The following chart is designed to be used like a spark plug reading chart to help analyze fastener failures. While few of us have<br />
access to sophisticated analysis equipment, a standard Bausch and Lomb three lens magnifying glass will generally show 98%<br />
of what we want to see. Several of the photos below have been taken utilizing a Scanning Electron Microscope (SEM) and are<br />
presented to simply illustrate typical grain configurations after failure.<br />
1. Typical Tensile Overload<br />
In a tensile overload failure the bolt will stretch and “neck down” prior to rupture. One of the fracture faces will form a cup and<br />
the other a cone. This type of failure indicates that either the bolt was inadequate for the installation or it was preloaded beyond the<br />
material’s yield point.<br />
1.<br />
2.<br />
3.<br />
4.<br />
5.<br />
6.<br />
2. Torsional Shear (twisting)<br />
Fasteners are not normally subjected to torsional stress. This sort of failure<br />
is usually seen in drive shafts, input shafts and output shafts. However we have<br />
seen torsional shear failure when galling takes place between the male and female<br />
threads (always due to using the wrong lubricant or no lubricant) or when the<br />
male fastener is misaligned with the female thread. The direction of failure is obvious<br />
and, in most cases, failure occurs on disassembly.<br />
3. Impact Shear<br />
Fracture from impact shear is similar in appearance to torsional shear failure<br />
with flat failure faces and obvious directional traces. Failures due to impact shear<br />
occur in bolts loaded in single shear, like flywheel and ring gear bolts. Usually<br />
the failed bolts were called upon to locate the device as well as to clamp it and,<br />
almost always, the bolts were insufficiently preloaded on installation. Fasteners<br />
are designed to clamp parts together, not to locate them. Location is the function<br />
of dowels. Another area where impact failures are common is in connecting rod<br />
bolts, when a catastrophic failure, elsewhere in the engine (debris from failing<br />
camshaft or crankshaft) impacts the connecting rod.<br />
4. Cyclic fatigue failure originated by hydrogen embrittlement.<br />
Some of the high strength “quench and temper” steel alloys used in fastener<br />
manufacture are subject to “hydrogen embrittlement.” L-19, H-11, 300M,<br />
Aeromet 100 and other similar alloys popular in drag racing, are particularly susceptible<br />
and extreme care must be exercised in manufacture. The spot on the first<br />
photo is typical of the origin of this type of failure. The second is a SEM photo<br />
at 30X magnification.<br />
5. Cyclic fatigue cracks propagated from a rust pit (stress corrosion)<br />
Again, many of the high strength steel alloys are susceptible to stress corrosion.<br />
The photos illustrate such a failure. The first picture is a digital photo with an<br />
arrow pointing to the double origin of the fatigue cracks. The second photograph<br />
at 30X magnification shows a third arrow pointing to the juncture of the cracks<br />
propagating from the rust pits. L-19, H-11, 300M and Aeromet 100, are particularly<br />
susceptible to stress corrosion and must be kept well oiled and never exposed<br />
to moisture including sweat. Inconel 718, <strong>ARP</strong> 3.5 and Custom age 625+ are<br />
immune to both hydrogen embrittlement and stress corrosion.<br />
6. Cyclic fatigue cracks initiated by improper installation preload<br />
Many connecting rod bolt failures are caused by insufficient preload. When<br />
a fastener is insufficiently preloaded during installation the dynamic load may<br />
exceed the clamping load resulting in cyclic tensile stress and eventual failure.<br />
The first picture is a digital photo of such a failure with the bolt still in the rod.<br />
The arrows indicate the location of a cut made to free the bolt. The third arrow<br />
shows the origin of the fatigue crack. In the second picture – an SEM photo at<br />
30X magnification that clearly shows the origin of the failure (1), and the telltale<br />
“thumbprint” or “beach mark” (2). Finally (3) tracks of the outwardly propagating<br />
fatigue cracks, and the point where the bolt (unable to carry any further load)<br />
breaks-away.<br />
15<br />
fastener tech
fastener tech<br />
16<br />
The following material is intended to provide a brief overview of<br />
the metallurgical considerations that, daily, influence the design and<br />
production of the most reliable fasteners in motorsports. It is hoped<br />
that a simple understanding of the knowledge and commitment<br />
required to produce this reliability will make your future fastener<br />
decisions much, much easier.<br />
metallurgy for the<br />
non-engineer<br />
By Russell Sherman, PE<br />
1. What is grain size and how important is it?<br />
Metals freeze from the liquid state during melting from<br />
many origins and each one of these origins grows until it<br />
bumps into another during freezing. Each of these is a grain<br />
and in castings, they are fairly large. Grains can be refined<br />
(made smaller); by first cold working and then by recrystallizing<br />
at high temperature. Alloy steels, like chrome moly, do not<br />
need any cold work; to do this – reheat treatment will refine<br />
the grain size. But austenitic steels and aluminum require cold<br />
work first. Grain size is very important for mechanical properties.<br />
High temperature creep properties are enhanced by large<br />
grains but good toughness and fatigue require fine grain size<br />
– the finer the better. All <strong>ARP</strong> bolts and studs are fine grain –<br />
usually ASTM 8 or finer. With 10 being the finest.<br />
2. How do you get toughness vs. brittleness?<br />
With steels, as the strength goes up, the toughness decreases.<br />
At too high a strength, the metal tends to be brittle. And<br />
threads accentuate the brittleness. A tool steel which can be<br />
<strong>ARP</strong> engineers use “Scanning Electron Microscopic” inspection capable of<br />
detecting all elements in the periodic table with atomic numbers greater<br />
than 5 – permitting the acquisition of high resolution imaging.<br />
heat-treated to 350,000 psi, would be a disaster as a bolt<br />
because of the threads.<br />
3. Define Rockwell as we use it. Why do we use the<br />
C scale?<br />
A man named Rockwell developed a means of measuring<br />
hardness of metals which was superior to other methods. A<br />
Rockwell hardness tester measures the depth of penetration<br />
into the metal when a load is applied. For hard materials, a<br />
diamond penetrator is used. For soft material, small balls are<br />
used – 1/16˝ or 1/8˝ diameter-and the machine measures the<br />
depth. We use the C scale for the 120,000 psi strength level<br />
Metallurgist, Russell Sherman, PE, and stress/dynamics engineer<br />
Dr. Kenneth Foster, PhD, are the heart of <strong>ARP</strong>’s technical power team.<br />
and above. The C scale uses the greatest load – 150 Kg. The A<br />
scale uses only a 60 Kg. load but can be correlated with C. It<br />
is necessary to use the A scale for thin sheets because using the<br />
150 Kg load would cause the<br />
diamond to penetrate almost<br />
all the way through.<br />
4. What is<br />
“micro hardness?”<br />
Some parts are too small to<br />
be Rockwell hardness tested.<br />
They are placed in hard plastic<br />
and a microscope is used to<br />
place a small indenter into the<br />
metal. Using the microscope<br />
the length of the impression<br />
is measured.<br />
5. How does modulus of<br />
elasticity refer to our<br />
products?<br />
The modulus of elasticity<br />
of all alloy steels is exactly the<br />
same – 30,000,000 psi. This<br />
is true whether it is heattreated<br />
or not – whether it is<br />
100,000 psi strength level or<br />
300,000 psi. Metals are like<br />
a spring – put a load on them<br />
and they will stretch – double the load and they will stretch<br />
double. This is important in connecting rod bolts because by<br />
measuring the stretch we really are measuring the load. Load<br />
is what is important and measuring stretch of a given size and<br />
configuration bolt will indicate how much load is stretching<br />
the bolt.<br />
6. What are metal carbides and what is their significance?<br />
The strength of all alloy and carbon steels is derived from<br />
the metal carbides formed during heat treat. The carbon in<br />
steels combines with iron, vanadium and with chromium, as<br />
well as many other metal alloy additions to form compounds,<br />
which are a very hard phase within the iron matrix. Tool steels<br />
generally have high carbon content (above .8%) and can be<br />
made very hard – but brittle.<br />
800-826-3045
7. What exactly is chrome?<br />
Chrome is the metal chromium and is typically used for<br />
plating because it is shiny. It is also used as an alloy addition<br />
to iron to form a stainless steel. A stainless steel must contain<br />
at least 12% chromium, but these lean chromium steels can<br />
still show some rust on the surface. Using 18% chromium<br />
will make a more rust resisting stainless. Exposing any stainless<br />
to oxygen at temperatures above 1200˚F will cause the<br />
chromium to join the oxygen and therefore leave the surface<br />
depleted in chromium. If it falls below 12% the surface will<br />
show rust.<br />
8. What does it mean when a broken part looks<br />
crystallized?<br />
When the fracture face has a rocky appearance it is because<br />
the material had a very large grain structure. Basically the<br />
grain grew during manufacturing due to poor technique and<br />
handling. A properly processed part will have a silky smooth<br />
appearance which is an indication of fine grain size. So crystallization<br />
does not occur as a result of load or fatigue – it was<br />
present in the material at the time of manufacture.<br />
9. Define “precipitation hardening” and “phase change.”<br />
The precipitation hardening comes from microscopic precipitation<br />
of hard phases which serve to keep rows of atoms<br />
from moving under stress. Some metals undergo a change in<br />
atomic structure at high temperature. Alloy steels, which are<br />
bcc at room temperature, become fcc at temperatures above<br />
1400°F. This switch over is called a phase change. When cooled<br />
down they revert back to the bcc structure. Management of<br />
this phase is extremely critical and <strong>ARP</strong> maintains a complete<br />
in-house heat-treatment facility. It’s the only way we can<br />
assure material integrity.<br />
10. What does a “face centered cubic” (fcc)<br />
atom arrangement look like? How many atoms?<br />
A face centered cubic arrangement of atoms<br />
(austenitic) looks like a Las Vegas die with a five<br />
showing on all six faces. This can’t be seen visually<br />
by any type of microscope.<br />
The number of atoms in any one cubic cell<br />
would be 14 – these do not stand alone but<br />
are attached to other cells which share some<br />
of the atoms.<br />
11. How does a “body center cubic”<br />
(bcc) atom look? How many atoms?<br />
The body center cubic structure would<br />
look like a die<br />
with a four on<br />
all faces and one<br />
atom in the center<br />
of the cube. The<br />
atomic arrangment<br />
of pure iron is bcc<br />
at room temperature<br />
and does not change<br />
until the temperature<br />
reaches 1674˚F. At this<br />
temperature it changes<br />
to austenite which is<br />
face center cubic (fcc).<br />
The addition of carbon<br />
to the iron lowers this transition<br />
temperature. This is the basis for heat treat-<br />
800-826-3045<br />
ment of steel. If the iron carbon alloy (steel) is<br />
quenched from the fcc field, the<br />
structure becomes martensite,<br />
a very hard strong<br />
condition.<br />
12. What does<br />
a “stainless<br />
steel” atom<br />
arrangement<br />
look like?<br />
The 300 Series<br />
stainless steels are<br />
face-centered cubic<br />
and are not heat-treatable.<br />
Heavy reduction<br />
(power dumping), in the cross<br />
section, during forging causes a dramatic<br />
increase in strength. This is the process <strong>ARP</strong> uses to<br />
make 304 Stainless Steel reach 170,000 psi UTS.<br />
13. How do the space lattice or crystal structures appear?<br />
Body-Centered Cubic Face-Centered Cubic<br />
All grains or crystals are composed of atoms bound<br />
together in a definite pattern. These structures are called<br />
space lattice or crystal structures. At a fixed temperature,<br />
the atoms in an array are spaced a definite distance from one<br />
another, although they vibrate about their mean position.<br />
Even though atoms are actually not held together in this<br />
manner, it is helpful to picture the crystals as a 3-dimensional<br />
latticework connected by imaginary lines. Metallurgists<br />
who primarily study ferrous metal are interested in only two<br />
basic crystal structures: bcc (body-centered cubic) and fcc<br />
(face-centered cubic).<br />
14. What are the metallurgical ramifications of “cold<br />
heading” vs. “hot heading?”<br />
Cold heading is a more efficient process and allows the<br />
part to be cold worked. The temperatures used for hot forging<br />
will reduce the effect of work hardening. This is important<br />
for metals which derive much of their strength from the cold<br />
work. Cold heading produces a better product than hot heading.<br />
The number and force of the blows of the cold heading<br />
machine can make a significant difference in the quality of the<br />
end product. Excessive numbers of blows can lead to voids in<br />
17<br />
fastener tech
fastener tech<br />
18<br />
the bolt head. <strong>ARP</strong>, in fact, holds significant patents on cold<br />
heading procedures for the higher nickel and cobalt based<br />
alloys.<br />
Our patented process begins with a cold drawn wire that<br />
can be cold forged. The process work hardens the head and<br />
the under head area to the desired hardness. We then power<br />
extrude the front end to achieve the reduction and hardness in<br />
the shank resulting in a bolt with even strength and hardness<br />
from end to end.<br />
In a typical aerospace manufacturing process, these alloys are<br />
hot headed from bars, reduced in diameter from 48 to 50% by<br />
cold drawing, resulting in a hardness of about Rockwell C46<br />
which is too hard for cold heading. So, the blanks are locally<br />
induction heated in a very narrow temperature envelope<br />
and hot headed. The process reduces the hardness<br />
immediately in the area under the head approximately<br />
3 to 5 points on the Rockwell C scale. Subsequent<br />
heat treatment does not restore this partially annealed<br />
area to full hardness and strength. The final result is a<br />
relatively soft-headed bolt. Therefore, this process is not<br />
used by <strong>ARP</strong>.<br />
15. What is the difference between the usage of<br />
“bar” material vs. “wire?”<br />
Bars produced by the mill in straight sections are<br />
normally shipped in 12 foot lengths. Wire is supplied in<br />
continuous coil form and is hundreds of feet in length.<br />
Bars are cut to length and the bolts are hot forged from<br />
these lengths. Wire on the other hand is fed into a cold<br />
header in a continuous manner.<br />
16. What exactly is A286? And to what is it compared?<br />
A286 is a 25% nickel and 18% chromium alloy with<br />
smaller amounts of titanium and aluminum, which precipitate<br />
during aging – after solution treatment. It is a true stainless<br />
steel due to the high chromium and it is austenitic due to the<br />
high nickel. A286 was developed as a high temperature alloy<br />
for use in pre-jet aircraft engines. The strength level was only<br />
140,000 psi, but it had good high temperature strength and<br />
exceptional toughness, making it an excellent fastener alloy.<br />
Rocketdyne became interested in it for rocket engines being<br />
developed in the early 60’s. But they required higher strength.<br />
We were part of the team that developed a thermo-mechanical<br />
method to produce a strength level of 200,000 psi. This involved<br />
severe cold reduction after solution treatment and before<br />
aging. An aerospace material spec (AMS) was then written<br />
requiring this treatment for 200,000 psi strength level. There<br />
is no other steel<br />
alloy, at this level,<br />
which can match A286 for corrosion resistance, toughness or<br />
bolt fatigue strength.<br />
17. Define “Power Dump.”<br />
This is a term used to define the heavy extrusion of the fastener<br />
body during forging. The part is forced into a die much<br />
smaller than the blank thereby causing a severe reduction in<br />
cross section area. This reduction of the cross sectional area is<br />
accompanied by an increase in length because metals can’t be<br />
5-stage “Cold Header” used by <strong>ARP</strong><br />
compressed. However, power dumping or reduction, delivers<br />
a significant increase in strength properties and is part of the<br />
patented process we use to produce fasteners from 304 stainless<br />
steel with 170,000 psi UTS and AMS 5844 (<strong>ARP</strong> 3.5)<br />
with ultimate tensile strengths in the 270,000 psi UTS range<br />
with outstanding fatigue.<br />
18. What is the difference between 4130 and 8740 chrome<br />
moly?<br />
Both are alloy steels with similar chemistry. The 4130 has<br />
only .3% carbon and can’t be hardened as high as 8740, which<br />
has .4% carbon. Also, 8740 has about .45% nickel and 4130<br />
has none. Both have moly (most alloy steels have moly). The<br />
chromium content of 4130 is slightly higher, .95% instead of<br />
.55%. However, 8740 is generally considered to have slightly<br />
better toughness due to the nickel.<br />
800-826-3045
19. What exactly is <strong>ARP</strong>2000 and how does it compare to<br />
8740 and 4340?<br />
<strong>ARP</strong>2000 is a heavily alloyed martensitic quench and<br />
temper steel. It has excellent stability at high temperatures.<br />
But most important, <strong>ARP</strong> research discovered that in addition<br />
to temperature stability it has excellent notch toughness<br />
in the higher strength ranges and is alloyed to be tempered to<br />
Rockwell C44/47. 8740 and 4340 can be tempered to the<br />
same hardness. But, the tempering temperature would yield<br />
material in the “temper brittle zone” (between 500° and<br />
700°F), producing significant notch sensitivity. <strong>ARP</strong>2000 is<br />
tempered above that temperature range and has a strength<br />
between 200,000 and 220,000 psi.<br />
20. How does L19 compare to <strong>ARP</strong>2000?<br />
L19 differs from <strong>ARP</strong>2000 in that it is a vacuum melted<br />
alloyed steel with sufficient chromium and carbon to achieve<br />
high hardness (but below the level of a stainless steel). L19 is<br />
air-cooled from the hardening temperature in a way that does<br />
not require an oil quench to achieve full hardness and is tempered<br />
to assure full conversion to martensite between 1025°F<br />
and 1075˚F. L19 is a proprietary material capable of achieving<br />
strengths of 220,000/230,000 or 260,000/270,000 psi as may<br />
be required. Both L19 and <strong>ARP</strong>2000 steels are modified bcc<br />
(martensite) at room temperature. L19 has the same advantage<br />
as <strong>ARP</strong>2000 in that a high strength is obtained at a high<br />
tempering temperature. This alloy is easily contaminated and<br />
requires special handling.<br />
21. What is AMS5844? And how does it compare to<br />
AMS5842E?<br />
Both of these alloys are considered multiphase, non-steel,<br />
austenitic materials. Both derive their strength (260,000 psi)<br />
from severe cold work (48/50%) which raises the hardness<br />
from Rockwell C 46 up to 49/50. The AMS5842 (for MP159)<br />
was developed much later than AMS5844 (for MP35) in<br />
order to increase the usable service temperature by about 100°<br />
so it could be used in hotter sections of jet engines.<br />
22. Provide a brief overview of the metallurgy required to<br />
produce AN, AMS & other Aerospace type fasteners.<br />
All alloy steel fasteners are essentially manufactured by the<br />
same process. Incoming steel from the mill is forged to specification,<br />
then heat treated and thread rolled. Regular AN bolts<br />
are forged to size and are normally not precision ground. They<br />
may even have threads on them when heat treated.<br />
Expensive aerospace fasteners are more likely suited for<br />
some motorsport applications. These fasteners require precision<br />
forging, careful heat treatment and then precision<br />
grinding, fillet rolling under the head and a great deal of skill<br />
in thread rolling.<br />
23. What is moisture tolerance and how or where is it<br />
important?<br />
Non-stainless steels have low moisture tolerances because<br />
the water attacks the steel by forming iron oxide (rust).<br />
Therefore none of these have a high tolerance for moisture and<br />
the surface must be protected by oil or plating. <strong>ARP</strong> maintains<br />
an in-house plating facility to assure all non-stainless product<br />
is delivered 100% corrosion free.<br />
24. What metallurgical issues cause common failures?<br />
The most common cause of failure of connecting rod bolts<br />
(and wheel bolts) is too little induced load (stretch) during<br />
installation. This allows the alternating load to impose cyclic<br />
800-826-3045<br />
loading on the bolt. Over tightening is also another cause,<br />
because the induced stress is too close to the yield point.<br />
25. How do the various standards compare to each other<br />
with regard to fasteners? Where are the standards?<br />
A standard fastener is one that can be referenced from a<br />
nationally or internationally recognized standards document<br />
and may be produced by any interested manufacturer.<br />
In all fastener categories the custodian of each group<br />
(MS-AN-NAS) has tried to standardize the processing of specifications<br />
such as heat-treating per MIL-H-6875, cadmium<br />
plating per AMS QQ-P-416, passivation per AMS QQ-P-35<br />
and testing, per MIL.-Std 1312, among others.<br />
ASTM stands for the American Society for Testing Materials,<br />
a large industry funded group used to write standards<br />
for many materials and testing procedures. It compares<br />
directly to AMS (Aerospace Material Standard).<br />
In the case of <strong>ARP</strong>, 100% raw material is purchased to<br />
AMS specification – with the exception of special alloys<br />
used in proprietary products. All materials are carefully<br />
examined for proper chemistry – and finally, periodic<br />
examination by an independent laboratory. <strong>ARP</strong> consistently<br />
strives to exceed industry specifications for<br />
quality and product management.<br />
MS (Military Standards): MS bolt specifications cover a<br />
wide range of fastener hardware, high strength bolts,<br />
nuts and washers with spec’s for materials and processing.<br />
MS fasteners have various tensile strengths.<br />
AN (Army-Navy) Specifications: Generally lower strength<br />
bolts and studs primarily in the 125,000 psi UTS<br />
range. AN also covers a wide range of nuts, washers<br />
and other hardware.<br />
NAS (National Aerospace Standard): These specifications<br />
cover fasteners in the strength ranges<br />
160,000/180,000/200,000 psi UTS.<br />
ISO (International Standards Organization):<br />
ISO 9001-94: is a quality control system designed for<br />
manufacturers with design control.<br />
ISO 9002-94: is a quality control system designed for<br />
manufacturers who build parts to customer specifications,<br />
and do not have design control.<br />
ISO 9001-2000: is current ISO system well suited for manufacturers<br />
with engineering design functions, drawing<br />
control and statistical techniques to achieve demanding<br />
quality requirements.<br />
AS (Aerospace Standard):<br />
AS 9100: is an Aerospace Quality Management System that<br />
includes and expands on all ISO requirements with<br />
focus to further improve product quality and meet or<br />
exceed customer requirements.<br />
These two systems are the main focus of<br />
<strong>ARP</strong>’s World Quality Concept.<br />
19<br />
fastener tech
tech<br />
20<br />
STAINLESS STEEL: Ideally suited for many automotive and marine<br />
applications because stainless is tolerant of heat and virtually impervious<br />
to rust and corrosion. <strong>ARP</strong> “Stainless 300” is specially alloyed for extra<br />
durability. It’s polished using a proprietary process to produce a beautiful<br />
finish. Tensile strength is typically rated at 170,000 psi.<br />
8740 CHROME MOLY: Until the development of today’s modern<br />
alloys, chrome moly was popularly considered a high strength material.<br />
Now viewed as only moderate strength, 8740 chrome moly is seen as a<br />
good tough steel, with adequate fatigue properties for most racing applications,<br />
but only if the threads are rolled after heat-treatment, as is the<br />
standard <strong>ARP</strong> production practice. Typically, chrome moly is classified<br />
as a quench and temper steel, that can be heat-treated to deliver tensile<br />
strengths between 180,000 and 210,000 psi.<br />
<strong>ARP</strong>2000®: <strong>ARP</strong>2000 is an alloy steel that can be safely heat treated to<br />
a higher level, producing a greater strength material than 8740. While<br />
8740 and <strong>ARP</strong>2000 share similar characteristics – <strong>ARP</strong>2000 is capable of<br />
achieving a clamp load at 220,000 psi. <strong>ARP</strong>2000 is used widely in short<br />
track and drag racing as an up-grade from 8740 chrome moly in both<br />
steel and aluminum rods. Stress corrosion and hydrogen embrittlement<br />
are typically not a problem, providing care is taken during installation.<br />
L19: This is a premium steel that is processed to deliver superior strength<br />
and fatigue properties. L19 is a very high strength material compared to<br />
8740 and <strong>ARP</strong>2000 and is capable of delivering a clamp load at 260,000<br />
psi. It is primarily used in short track and drag racing applications where<br />
inertia loads exceed the clamping capability of <strong>ARP</strong>2000. Like most high<br />
strength, quench and temper steels – L19 requires special care during<br />
manufacturing to avoid hydrogen embrittlement. This material is easily<br />
contaminated and subject to stress corrosion. It must be kept well-oiled<br />
and not exposed to moisture.<br />
AERMET®: With a typical tensile strength of 290,000-310,000 psi,<br />
Aermet is a new martensitic super-alloy that is stronger and less expensive<br />
than the super-alloy austenitic materials that follow. Because it is<br />
capable of achieving incredibly high clamping loads, it is ideal for short<br />
but extreme environments like top fuel, funny car and some short track<br />
MATERIAL SPECIFICATIONS<br />
<strong>ARP</strong> manufactures fasteners from a wide assortment of materials ranging from popular stainless steel and 8740 chrome moly to exotic alloys that have<br />
been developed to handle space travel. You should also know that there are grades within specific alloys. For example, 8740 is available in four grades:<br />
1. SDF (guaranteed seamless and defect free). 2 CHQ (cold head quality). 3. Aircraft. 4. Commercial. <strong>ARP</strong> uses only the first two (SDF and CHQ), even though<br />
they cost more than double “Aircraft” quality.<br />
applications. Although Aermet is a maraging steel that is far superior to<br />
other high strength steels in its resistance to stress corrosion, it must be<br />
kept well-oiled and not exposed to moisture.<br />
INCONEL 718: A nickel based material that is in the high temperature,<br />
super-alloy class, it is found to be equally suitable in lower temperature<br />
applications. This material delivers tensile strengths in the 210,000-<br />
230,000 psi range and exhibits improved fatigue properties. Best of<br />
all, Inconel 718 is completely immune to hydrogen embrittlement and<br />
corrosion.<br />
<strong>ARP</strong>3.5® (AMS5844): While similar to Inconel 718, these super-alloys<br />
are found in many jet engine and aerospace applications where heat and<br />
stress attack the life of critical components. The high cobalt content<br />
of this alloy, while expensive, delivers a material with superior fatigue<br />
characteristics and typically tensile strength in the 260,000-280,000<br />
psi range. The immunity to hydrogen embrittlement and corrosion of<br />
these materials is a significant design consideration. These materials<br />
are primarily used in connecting rods where extremely high loads, high<br />
RPM and endurance are important factors – Formula 1, NASCAR and<br />
IRL applications.<br />
CUSTOM AGE 625 PLUS®: This newly formulated super-alloy demonstrates<br />
superior fatigue cycle life, tensile strength and toughness – with<br />
complete resistance to atmospheric corrosion and oxidation. <strong>ARP</strong> is the<br />
first to develop manufacturing and testing processes for fasteners with<br />
Custom Age 625+. Best of all it is less expensive and expected to soon<br />
replace MP-35 as the material of choice in the high strength, super-alloy<br />
field. Typical tensile strength is 260,000-280,000 psi.<br />
TITANIUM: <strong>ARP</strong> now offers special order fasteners made of an alloy<br />
(Ti6Al-4V) that is specially heat-treated (a process developed by <strong>ARP</strong>’s<br />
own Russ Sherman) and provides superior strength to other titanium<br />
alloys employed in racing and aerospace. The material has a nominal<br />
tensile strength of 180,000 psi, and is very corrosion resistant. The main<br />
advantage of titanium, of course, is its weight – which is about 40%<br />
lighter than a comparable fastener made of steel. Head studs and accessory<br />
bolts are ideal applications for this lightweight material.<br />
AerMet ® , Custom 450 ® and Custom Age 625 PLUS ® are all registered trademarks of CRS Holdings Inc., a subsidiary of Carpenter Technology Corporation.<br />
QUICK REFERENCE GUIDE TO MATERIALS USED IN FASTENERS<br />
MATERIAL USE? YIELD STRENGTH TENSILE STRENGTH USED FOR<br />
Grade 5 no 90,000 psi 120,000 psi Accessory bolts and studs<br />
Grade 8 no 120,000 psi 150,000 psi Accessory bolts and studs<br />
“Stainless 300” Yes 140,000 psi 170,000 psi Accessory bolts & studs, head studs<br />
Custom 450 ® Yes 150,000 psi 180,000 psi Head bolts, accessory bolts<br />
8740 chrome moly Yes 180,000 psi 200,000 psi Rod bolts, head & main studs & bolts<br />
A286 Yes 170,000 psi 200,000 psi Head bolts, accessory bolts<br />
<strong>ARP</strong>2000 Yes 180,000 psi 220,000 psi Rod bolts, head & main studs<br />
L19 Yes 200-230,000 psi 260,000 psi Connecting rod bolts<br />
Inconel 718 Yes 190-210,000 psi 210-230,000 psi Connecting rod bolts<br />
Custom Age 625+ ® Yes 235-255,000 psi 260-280,000 psi Head studs, connecting rod bolts<br />
<strong>ARP</strong> 3.5 Yes 220-250,000 psi 260-280,000 psi Connecting rod bolts<br />
AerMet ® Yes 260,000 psi 290-310,000 psi Connecting rod bolts<br />
Titanium Yes 160,000 psi 180,000 psi Head studs, accessory bolts<br />
800-826-3045
The following pages in this catalog detail the vast number of<br />
“off the shelf” fasteners available from <strong>ARP</strong>. However, it’s important<br />
for you to know that a significant amount of <strong>ARP</strong>’s business<br />
comes from the development and manufacture of custom fasteners.<br />
For example, many top Formula 1 and IRL race teams and<br />
constructors have come to rely on <strong>ARP</strong> for a myriad of special<br />
purpose fasteners. Many of these have been developed on a proprietary<br />
basis, and we cannot go into details about “what” is being<br />
manufactured for “whom” by <strong>ARP</strong>. But suffice to say that that<br />
<strong>ARP</strong> has established a<br />
reputation within the<br />
racing industry for doing<br />
cutting edge R&D and<br />
following it up with<br />
fasteners made to the<br />
most stringent quality<br />
control standards on the<br />
planet. <strong>ARP</strong> also “private<br />
labels” a number<br />
of special fasteners for<br />
various manufacturers<br />
in the performance<br />
industry.<br />
800-826-3045<br />
YOU CAN GET <strong>ARP</strong> FASTENERS<br />
MADE TO YOUR REQUIREMENTS!<br />
8740 <strong>ARP</strong>2000 L19<br />
One of <strong>ARP</strong>’s best-kept “secrets” is the company’s deep<br />
involvement in the manufacture of titanium fasteners. As a<br />
matter of fact, <strong>ARP</strong>’s metallurgist, Russ Sherman, literally<br />
“wrote the book” when he developed the original procedures<br />
for the heat treatment of the most popular titanium alloy in<br />
use today (Ti6Al-4V), and presented the research data to the<br />
American Society for Metals. Sherman’s procedure of solutiontreating,<br />
warm processing and aging brings the titanium to<br />
strength levels never before achieved, and has also been instrumental<br />
in setting new standards for the aerospace industry.<br />
<strong>ARP</strong> can custom manufacture fasteners from nearly a dozen different<br />
materials, with tensile strengths ranging from 170,000 PSI<br />
to over 300,000 psi. By way of example, we have made cylinder<br />
head studs for the same application from 8740 chrome moly, our<br />
own <strong>ARP</strong>2000 and L19.<br />
The bottom line is that because of <strong>ARP</strong>’s extensive in-house<br />
R&D and manufacturing capabilities, the firm is in a position<br />
to design and build fasteners on a custom basis. Serious inquiries<br />
from members of the high performance industry are always<br />
welcome. Look to <strong>ARP</strong> to provide effective solutions to all your<br />
fastener needs!<br />
Custom-Made <strong>ARP</strong> Titanium Studs & Bolts<br />
This particular titanium alloy and process lends itself well<br />
to a number of racing applications, including head studs and<br />
accessory fasteners. Of course, the primary advantage of using<br />
titanium instead of steel is weight; titanium is about 40%<br />
lighter. The material <strong>ARP</strong> uses has a tensile strength of 180,000<br />
psi, comparable to heat-treated chrome moly – but about half<br />
the weight.<br />
<strong>ARP</strong> stands ready to manufacture titanium fasteners custom-made<br />
to your specifications. Contact our Special Projects<br />
Dept. at 805-525-1497.<br />
21<br />
tech
fastener calculations<br />
22<br />
GETTING THE CORRECT <strong>ARP</strong> HEAD<br />
STUD/BOLT FOR THE APPLICATION<br />
Today, there are literally dozens of different cylinder<br />
head and engine block combinations for the more popular<br />
applications, and new offerings coming out all the time. It<br />
is virtually impossible for <strong>ARP</strong>’s engineering staff to obtain<br />
detailed information from all of these various sources, so it<br />
may be necessary for customers to calculate exactly what<br />
they have so the correct cylinder head studs or bolts are<br />
used. Whether it’s a small block Chevy engine or a Honda<br />
VTEC, the procedure remains the same.<br />
The illustration on the right shows the nine different<br />
variables that come into play when determining the<br />
proper fastener for a particular position. Many cylinder<br />
heads have different column heights, etc. at various positions,<br />
and additional variables come into play when using<br />
aftermarket engine blocks (some of which have “blind”<br />
tapped holes for attaching the heads that are shallower<br />
than OEM). It is therefore critically important that you<br />
determine exactly how many different bolt/hole combinations<br />
exist for the cylinder head installation.<br />
You must have the following data:<br />
A. Depth of cylinder head counter bore _________________<br />
B. Diameter (o.d.) of head counter bore ________________<br />
C. Column height (net thickness of head) ______________<br />
D. Diameter (o.d.) of bolt hole in head ________________<br />
E. Head gasket thickness (uncompressed) _______________<br />
F. Depth of counter bore in block ____________________<br />
G. Length of thread in block ________________________<br />
H. Depth of hole from surface to bottom _______________<br />
I. Thread size and pitch ____________________________<br />
STANDARD BIG BLOCK CHEVROLET<br />
Column Height =<br />
Column Height =<br />
Column Height =<br />
Phoenix <strong>Racing</strong> - Subaru Factory Team<br />
CYLINDER HEAD/BLOCK<br />
CROSS-SECTIONAL DATA<br />
STANDARD SMALL BLOCK CHEVROLET<br />
Column Height =<br />
Column Height =<br />
Column Height =<br />
CHRYSLER, FORD & MOST 4-CYLINDER<br />
Column Height =<br />
Column Height =<br />
Bryan Fuller uses <strong>ARP</strong> hardware on all his custom rides<br />
800-826-3045
GLOSSARY OF TECH TERMS<br />
Austenitic: Refers to the atomic arrangement of some metals, such as<br />
nickel based alloys, and some steels with about 18% chromium. This<br />
atomic arrangement is called “face centered cubic.” Austenitic steels can<br />
not be heat treated, but can be strengthened by cold working.<br />
CHQ: A term used to grade heading wire and stands for “cold heading<br />
quality.” This grade is superior to both Commercial and Aircraft<br />
quality.<br />
Clamp Load: This is the force exerted by a tightened bolt and is the<br />
same as preload.<br />
Cycle or Pull: A cycle or pull is described as one tightening and one<br />
loosening (ON/OFF) process of a fastener and is the same as one installation<br />
and one removal of a fastener.<br />
Fatigue: The process by which failure is caused after many repetitions of<br />
loads smaller than the ultimate strength of the material.<br />
Ferritic: Refers to steels with an atomic arrangement different from<br />
austenite and martensite. These steels are not strong and the widest use is<br />
in steam power plants and accessory fasteners made by some companies,<br />
because they are able to withstand wet environments. Newer steels such<br />
as <strong>ARP</strong>300 and A286 are far superior.<br />
Hydrogen Embrittlement: This condition results from the accumulation<br />
of hydrogen gas in the atomic structure of the metal. This gas flows<br />
to the point of high stress (stress risers) and causes microscopic cracks.<br />
The hydrogen then flows to the “new” crack tip and causes it to crack<br />
further. In this way the crack moves across the part, because the crack-tip<br />
IS the stress riser. Finally the crack gets so large that the section is not<br />
large enough to support the load. No hydrogen embrittlement can take<br />
place without tensile stress. <strong>ARP</strong> employs a baking process that purges<br />
hydrogen gas from the steel.<br />
Knurling: A process of creating serrations in a part by rolling a die,<br />
under pressure, against the part. Normally these serrations are very sharp<br />
and can create cracks and ARE stress risers. The process is used on knobs<br />
so the user can get a firm grip. But in the case of fasteners, the body can<br />
be knurled so the part can be forced into and retained in an irregular<br />
hole – stress risers and all.<br />
Maraging: Refers to steels that are a low carbon version of martensitic<br />
steels, specially alloyed so that the martensite is not hard. These steels<br />
can be worked in the quenched condition and then be hardened by low<br />
temperature aging. The strength comes from the formation of complex<br />
metal carbides.<br />
Martensitic: Refers to atomic arrangement and in the case of steels, is a<br />
modified body centered cubic structure. These steels can be heat-treated<br />
because martensite is iron carbide, which is very hard. However, these<br />
steels can be hydrogen embrittled and will rust. Generally, martensite<br />
normally refers to metal structures which are formed by quenching from<br />
high temperature.<br />
MS21250: A military specification for a 12-point, 180,000 psi bolt<br />
which specifies the fatigue load required for testing every size.<br />
Notch Sensitivity: Refers to the ability of a metal to withstand the<br />
increased stress at a notch. Some materials, such as glass, crack very easily<br />
if notched. While others, such as soft gold or tin stretch out under stress<br />
– even with a notch. Normally, the stronger the steel, the more likely it<br />
is to break quickly at the notch. “Toughness” is wanted because this is<br />
associated with opposite of notch sensitivity. Austenitic metals are usually<br />
less notch sensitive than martensitic steels of the same strength levels.<br />
OAL: Means “Over All Length.”<br />
Preload: The force IN a bolt when it is installed with a torque greater<br />
than simply hand tight. Preload can be established by measuring torque<br />
or bolt stretch or by the less than accurate “turn-of-the-nut” method.<br />
800-826-3045<br />
Preload Scatter: A technical term used to describe the preload growth<br />
in a new fastener that typically occurs between the 1st and 10th cycle in<br />
a torque test when comparing different lubricants. Preload scatter generally<br />
does not occur after the 10th cycle because the friction levels out and<br />
becomes repetitious for all remaining cycles.<br />
Qualified Products List: A government requirement that simply<br />
mandates that bolts be manufactured only by companies which have<br />
qualified by making bolts that have been submitted for testing and<br />
approval to a government agency. <strong>ARP</strong> has qualified for this list.<br />
Quench & Temper: A method of heat-treating martensitic steels.<br />
The parts are heated into the austenitic range (usually above 1450˚F)<br />
then quenched into water or oil. This leaves the part in a very hard<br />
martensitic condition which then must be tempered by heating at lower<br />
temperatures (between 350˚F and 1200˚F), depending upon the steel<br />
and strength desired.<br />
Reciprocating Load: The acceleration force exerted on a connecting<br />
rod due to the up and down motion of the piston and its associated mass<br />
ie; wrist pin, rings, small end of the rod.<br />
Stretch: The increase in length of a bolt when installed with a preload.<br />
Stress: The load applied to a part divided by the cross-sectional area of<br />
the part, usually expressed in pounds per square inch (psi).<br />
Stress Corrosion: This is a special form of hydrogen embrittlement in<br />
which the metal is attacked while under stress. Without the stress the<br />
crack will not move. But under stress the crack moves and corrosion<br />
takes place at the freshly opened crack face.<br />
Stress Ratio: The ratio of the minimum stress to the maximum stress in<br />
a structure which is subject to fluctuating loads.<br />
Stress Riser: You have a notch, ding or some change in section size, so<br />
now the stress at these points is increased above nominal stress. Compare<br />
this kind of stress to the flow of water in a river. When the river hits a<br />
narrow point it flows faster. Perhaps there is a rock in the middle – the<br />
river flows faster around the rock. The stress at these points can be so<br />
high that the part will fail – even though the average stress on the part<br />
never exceeded the tensile strength of the part.<br />
S.D.F.: Seam and defect free. A designation for premium steel. This is<br />
typically the highest grade available, and is the only steel used by <strong>ARP</strong>.<br />
Thread Engagement: This refers to the number of threads engaged in<br />
a nut or threaded hole. Full engagement, meaning all the female threads<br />
are engaged, is a desirable configuration to maximize fatigue strength.<br />
Ultimate Tensile Strength: The maximum stress that a particular<br />
material can support without breaking. It is expressed in terms of<br />
lbs. per square inch, and is measured by means of a tensile test. The<br />
maximum force (lbs.) that a test specimen can support is divided by the<br />
cross-sectional area (square inches) of the specimen, the result is ultimate<br />
tensile strength in psi.<br />
Torque Angle: A method of tightening a fastener relative to the amount<br />
of degrees turned once the underside of the bolt head or nut face contacts<br />
the work surface. This procedure is suitable for engine assembly only<br />
when the installation has been calibrated in terms of bolt stretch relative<br />
to the exact application (the amount of compression of the clamped<br />
components is critical).<br />
UHL: Means “Under Head Length.” The distance as measured from tip<br />
of the fastener to a place directly at the base of the head.<br />
Yield Strength: The stress at which a given material or component<br />
exhibits a permanent deformation (i.e. “takes a set”). When the load<br />
that caused the stress is removed, the part will not return to its original<br />
dimensions. If you exceed the yield strength of a fastener, the fastener is<br />
ruined and must be replaced.<br />
23<br />
tech
tech<br />
24<br />
GENERAL TORQUE RECOMMENDATIONS<br />
Listed here are the general torque recommendations for<br />
most <strong>ARP</strong> fasteners. Recommended torque is equal 75% of<br />
the fastener’s yield strength. Simply read down to the correct<br />
fastener size, then across to find the torque value for your application.<br />
ALWAYS LUBRICATE THE FASTENERS PRIOR<br />
TO APPLYING TORQUE TO ENSURE ACCURATE<br />
READINGS.<br />
Recommended Torque to Achieve Optimum Preload (Clamping Force)<br />
Using <strong>ARP</strong> Lubricants - Torque (ft./lbs.) - Preload (lbs.)<br />
Note: For those using Newton/meters as a torquing reference, you must multiply the appropriate ft./lbs. factor by 1.356.<br />
Fastener<br />
Diameter<br />
Fastener Tensile Strength (PSI)<br />
170,000/180,000 (1,171 Nmm 2 ) 190,000/200,000 (1,309 Nmm 2 ) 220,000 (1,515 N/mm 2 )<br />
Torque<br />
w/<strong>ARP</strong> lube<br />
Preload<br />
Note 1. The torque values represented here are intended to<br />
be for general information only, not for specific installations.<br />
Note 2. On specific installations, where the supplied<br />
instructions deviate from the torque values listed here,<br />
always follow the specific instructions packaged with<br />
each kit.<br />
Torque<br />
w/<strong>ARP</strong> lube<br />
Preload<br />
Torque<br />
w/<strong>ARP</strong> lube<br />
Preload<br />
1/4˝ 12 3,492 14 3,967 16 4,442<br />
5/16˝ 24 5,805 28 6,588 32 7,371<br />
3/8˝ 45 8,622 50 9,782 55 10,942<br />
7/16˝ 70 11,880 80 13,470 90 15,060<br />
1/2˝ 110 16,391 125 18,515 140 20,639<br />
9/16˝ 160 21,220 180 23,944 200 26,668<br />
5/8˝ 210 26,372 240 29,756 270 33,140<br />
6mm 11 3,359 13 3,814 15 4,269<br />
8mm 24 5,801 28 6,581 32 7,361<br />
10mm 54 9,970 62 11,305 70 12,640<br />
11mm 72 12,184 82 13,961 92 15,738<br />
12mm 98 14,472 112 16,949 125 19,425<br />
14mm N/A N/A 184 22,771 205 25,730<br />
16mm N/A N/A 244 29,664 272 33,519<br />
800-826-3045
Make<br />
ROD BOLT STRETCH & TORQUE SPECS<br />
800-826-3045<br />
Rod Bolt<br />
Part No.<br />
Stretch<br />
(inches)<br />
<strong>ARP</strong> Lube<br />
(ft./lbs.)<br />
ALFA ROMEO 126-6101 .0075 - .0080 45<br />
AMC 112-6001 .0060 - .0065 40<br />
114-6001 .0060 - .0065 40<br />
114-6002 .0070 - .0075 50<br />
114-6004 .0060 - .0065 50<br />
BMC/TRIUMPH 206-6001 .0065 - .0070 55<br />
206-6002 .0065 - .0070 35<br />
206-6003 .0065 - .0070 45<br />
206-6004 .0065 - .0070 45<br />
206-6005 .0065 - .0070 45<br />
206-6006 .0065 - .0070 55<br />
206-6007 .0045 - .0050 30<br />
206-6009 .0065 - .0070 32<br />
BMW 201-6102 .0065 - .0070 50<br />
201-6103 .0075 - .0080 70<br />
201-6104 .0065 - .0070 70<br />
201-6201 .0070 - .0075 40<br />
201-6301 .0080 - .0085 36<br />
201-6302 .0080 - .0085 36<br />
201-6303 .0070 - .0075 36<br />
206-6008 .0055 - .0060 25<br />
BUICK 123-6001 .0060 - .0065 55<br />
123-6002 .0065 - .0070 55<br />
124-6001 .0050 - .0055 45<br />
124-6002 .0040 - .0045 45<br />
124-6003 .0040 - .0045 45<br />
125-6001 .0055 - .0060 50<br />
CADILLAC 135-6003 .0060 - .0065 50<br />
CHEVY 131-6001 .0055 - .0060 45<br />
132-6001 .0055 - .0060 45<br />
132-6002 .0050 - .0055 30<br />
133-6001 .0060 - .0065 55<br />
133-6002 .0060 - .0065 45<br />
134-6001 .0055 - .0060 45<br />
134-6002 .0050 - .0055 55<br />
134-6003 .0055 - .0060 55<br />
134-6004 .0075 - .0080 75<br />
134-6005 .0060 - .0065 55<br />
134-6006 .0055 - .0060 40<br />
134-6027 .0060 - .0065 55<br />
134-6401 .0055 - .0060 45<br />
134-6402 .0050 - .0055 55<br />
134-6403 .0055 - .0060 55<br />
135-6001 .0060 - .0065 80<br />
135-6002 .0055 - .0060 55<br />
135-6401 .0060 - .0065 80<br />
135-6402 .0055 - .0060 55<br />
234-6301 .0065 - .0070 45<br />
234-6302 .0060 - .0065 45<br />
234-6401 .0065 - .0070 45<br />
234-6402 .0055 - .0060 55<br />
234-6403 .0065 - .0070 55<br />
235-6401 .0070 - .0075 85<br />
235-6402 .0065 - .0070 55<br />
235-6403 .0070 - .0075 85<br />
CHRYSLER 141-6001 .0060 - .0065 50<br />
Make<br />
Rod Bolt<br />
Part No.<br />
Stretch<br />
(inches)<br />
<strong>ARP</strong> Lube<br />
(ft./lbs.)<br />
CHRYSLER (cont) 141-6401 .0060 - .0065 50<br />
142-6001 .0055 - .0060 50<br />
142-6002 .0060 - .0065 50<br />
144-6001 .0060 - .0065 50<br />
144-6401 .0060 - .0065 50<br />
145-6001 .0070 - .0075 75<br />
145-6002 .0060 - .0065 50<br />
145-6402 .0060 - .0065 50<br />
244-6401 .0070 - .0075 55<br />
245-6402 .0070 - .0075 55<br />
247-6301 .0065 - .0070 45<br />
247-6302 .0075 - .0080 65<br />
FORD 150-6004 .0060 - .0065 50<br />
150-6005 .0060 - .0065 50<br />
150-6404 .0060 - .0065 50<br />
151-6001 .0060 - .0065 40<br />
151-6002 .0060 - .0065 40<br />
151-6003 .0050 - .0055 25<br />
151-6004 .0055 - .0060 25<br />
151-6005 .0045 - .0050 36<br />
152-6001 .0060 - .0065 50<br />
152-6002 .0060 - .0065 50<br />
153-6001 .0060 - .0065 35<br />
153-6002 .0060 - .0065 40<br />
154-6001 .0060 - .0065 50<br />
154-6002 .0060 - .0065 35<br />
154-6003 .0060 - .0065 50<br />
154-6004 .0050 - .0055 50<br />
154-6005 .0060 - .0065 50<br />
154-6006 .0060 - .0065 50<br />
154-6401 .0060 - .0065 50<br />
154-6402 .0060 - .0065 35<br />
154-6403 .0060 - .0065 50<br />
155-6001 .0060 - .0065 50<br />
155-6002 .0060 - .0065 50<br />
155-6003 .0060 - .0065 50<br />
200-6001 .0045 - .0050 60<br />
250-6404 .0070 - .0075 55<br />
251-6201 .0050 - .0055 25<br />
251-6202 .0065 - .0070 45<br />
251-6301 .0065 - .0070 45<br />
251-6402 .0065 - .0070 45<br />
254-6402 .0070 - .0075 30<br />
254-6403 .0070 - .0075 55<br />
255-6402 .0070 - .0075 55<br />
256-6301 .0065 - .0070 42<br />
HOLDEN 205-6001 .0055 - .0060 55<br />
205-6002 .0055 - .0060 45<br />
HONDA/ACURA 208-6001 .0050 - .0055 26<br />
208-6002 .0055 - .0060 45<br />
208-6003 .0080 - .0085 50<br />
208-6004 .0080 - .0085 37<br />
208-6005 .0080 - .0085 26<br />
208-6401 .0070 - .0075 50<br />
LANCIA 275-6001 .0075 - .0080 70<br />
MAZDA 118-6401 .0060 - .0065 38<br />
25<br />
tech
tech<br />
26<br />
Make<br />
ROD BOLT STRETCH & TORQUE SPECS<br />
Rod Bolt<br />
Part No.<br />
Stretch<br />
(inches)<br />
<strong>ARP</strong> Lube<br />
(ft./lbs.)<br />
MITSUBISHI 107-6001 .0055 - .0060 40<br />
107-6002 .0060 - .0065 26<br />
107-6003 .0065 - .0070 40<br />
107-6004 .0065 - .0070 40<br />
207-6002 .0065 - .0070 30<br />
NISSAN/DATSUN 102-6001 .0060 - .0065 26<br />
102-6002 .0050 - .0055 26<br />
102-6003 .0060 - .0065 45<br />
202-6001 .0060 - .0065 45<br />
202-6002 .0060 - .0065 26<br />
202-6003 .0060 - .0065 45<br />
202-6004 .0070 - .0075 45<br />
202-6005 .0065 - .0070 45<br />
202-6006 .0065 - .0070 30<br />
202-6007 .0075 - .0080 45<br />
OLDSMOBILE 181-6001 .0055 - .0060 40<br />
184-6001 .0060 - .0065 50<br />
185-6001 .0055 - .0060 50<br />
OPEL/VAUXHALL 109-6001 .0055 - .0060 32<br />
109-6002 .0050 - .0055 24<br />
109-6003 .0050 - .0055 32<br />
209-6003 .0065 - .0070 38<br />
PEUGEOT 117-6101 .0070 - .0075 45<br />
PONTIAC 190-6001 .0060 - .0065 50<br />
190-6002 .0060 - .0065 50<br />
190-6003 .0075 - .0080 75<br />
190-6004 .0055 - .0060 75<br />
191-6001 .0055 - .0060 45<br />
194-6001 .0055 - .0060 45<br />
PORSCHE 104-6006 .0055 - .0060 40<br />
204-6001 .0095 - .0100 50<br />
204-6002 .0105 - .0110 55<br />
204-6003 .0090 - .0095 50<br />
204-6004 .0095 - .0100 50<br />
204-6005 .0100 - .0105 40<br />
204-6301 .0095 - .0100 45<br />
RENAULT 116-6001 .0045 - .0050 36<br />
216-6301 .0065 - .0070 42<br />
216-6302 .0065 - .0070 42<br />
SUBARU 260-6301 .0070 - .0075 42<br />
260-6302 .0070 - .0075 42<br />
Make<br />
Rod Bolt<br />
Part No.<br />
Stretch<br />
(inches)<br />
<strong>ARP</strong> Lube<br />
(ft./lbs.)<br />
SUZUKI 271-6301 .0050 - .0055 45<br />
TOYOTA 203-6001 .0050 - .0055 40<br />
203-6002 .0060 - .0065 50<br />
203-6003 .0050 - .0055 40<br />
203-6004 .0060 - .0065 50<br />
203-6005 .0075 - .0080 65<br />
203-6301 .0075 - .0080 65<br />
VOLKSWAGEN/ 104-6001 .0055 - .0060 40<br />
AUDI 104-6002 .0065 - .0070 40<br />
104-6003 .0075 - .0080 40<br />
104-6004 .0085 - .0090 35<br />
104-6005 .0050 - .0055 40<br />
104-6007 .0085 - .0090 35<br />
204-6006 .0075 - .0080 40<br />
204-6201 .0075 - .0080 30<br />
GENERAL REPL. 200-6002 .0055 - .0060 75<br />
200-6003 .0055 - .0060 75<br />
200-6004 .0045 - .0050 75<br />
200-6006 .0050 - .0055 75<br />
200-6201 .0065 - .0070 80<br />
200-6202 .0065 - .0070 80<br />
200-6203 .0065 - .0070 80<br />
200-6204 .0065 - .0070 80<br />
200-6205 .0065 - .0070 80<br />
200-6206 .0065 - .0070 75<br />
200-6207 .0055 - .0060 55<br />
200-6208 .0065 - .0070 55<br />
200-6209 .0055 - .0060 55<br />
200-6210 .0050 - .0055 30<br />
200-6506 .0065 - .0070 70<br />
300-6601 .0065 - .0070 85<br />
300-6602 .0055 - .0060 55<br />
300-6603 .0055 - .0060 55<br />
300-6608 .0055 - .0060 32<br />
300-6701 .0065 - .0070 85<br />
300-6702 .0065 - .0070 60<br />
300-6703 .0065 - .0070 60<br />
300-6704 .0060 - .0065 60<br />
300-6706 .0060 - .0065 75<br />
300-6708 .0055 - .0060 32<br />
John Force <strong>Racing</strong> relies on <strong>ARP</strong>. Tony Schumacher & Schumacher racing win with <strong>ARP</strong>.<br />
800-826-3045
800-826-3045<br />
PROPER FASTENER RETENTION<br />
The importance of tightening fasteners to their required preload<br />
cannot be emphasized enough. If a fastener is not tightened<br />
properly, the fastener will not apply the required preload on the<br />
application it is being used for and may become susceptible to<br />
failure. Conversely, if a fastener is overtightened and stretched<br />
too much, it becomes susceptible to failure by exceeding it’s<br />
maximum yield point.<br />
There are three generally accepted methods employed to<br />
determine how much tension is exerted on a fastener:<br />
A. Using a torque wrench<br />
B. Measuring the amount of stretch<br />
C. Torque angle (rotating the fastener a predetermined amount)<br />
Of these methods, measuring the amount of stretch of a fastener<br />
has been proven to be the most accurate. However, since<br />
stretch can only be measured with the use of specialty type gauges<br />
or expensive ultra sonic measuring equipment, it is only practical<br />
for measuring the stretch on connecting rod bolts and other<br />
fasteners, where it is possible to monitor the overall length of a<br />
fastener, as it is being tightened. Since most fasteners are installed<br />
blind and can’t be accessed from both ends to monitor stretch,<br />
one will most likely use a torque wrench or other torque angle<br />
monitoring device for the majority of assembly work.<br />
The Stretch Factor<br />
It is important to note<br />
that in order for a fastener<br />
to function properly<br />
it must be “stretched” a<br />
specific amount. The<br />
material’s ability to<br />
“rebound” like a spring is<br />
what provides the clamping<br />
force. If you were to<br />
To obtain the correct<br />
amount of clamping<br />
force a fastener should<br />
actually be stretched<br />
a measured amount. A<br />
properly used fastener<br />
works like a spring!<br />
simply “finger-tighten” a bolt there would be no preload.<br />
However, when you apply torque or rotate a fastener a specific<br />
amount and stretch it, you will be applying clamping<br />
force. The amount of force or preload you can achieve from<br />
any bolt or stud depends on the material being used and<br />
its ductility, the heat treat, and the diameter of the fastener.<br />
Of course, every fastener has a “yield” point! The yield point<br />
or yield strength of a fastener is the point at which the fastener<br />
has been overtightened and stretched too much, and<br />
will not return to its original manufactured length. As a rule of<br />
thumb, if you measure a fastener and it is .001˝ (or more) longer<br />
than its original length it has been compromised and must be<br />
replaced.<br />
Preload<br />
(lbs) Stretch vs. Preload<br />
16,000<br />
14,000<br />
12,000<br />
10,000<br />
8,000<br />
6,000<br />
4,000<br />
2,000<br />
0<br />
0 .001˝ .002˝ .003˝ .004˝ .005˝ .006˝ .007˝ .008˝<br />
Stretch (in.)<br />
This graph shows the direct relationship between stretch and preload on<br />
a typical 3/8˝ diameter 8740 chrome moly rod bolt.<br />
Another factor that must be considered is heat! Heat, primarily<br />
in aluminum, is another problem area. Because the thermal<br />
expansion rate of aluminum is far greater than that of steel it<br />
is possible to stretch a fastener beyond yield as the aluminum<br />
expands under heat. An effective way of counteracting material<br />
expansion is through producing a more flexible bolt.<br />
The Stretch Gauge<br />
We highly recommend using a stretch gauge when installing<br />
rod bolts and other fasteners, where it is possible to measure the<br />
length of the fastener. It is the most accurate way of measuring<br />
preload of any bolt. Simply follow manufacturer’s instructions, or<br />
use the chart on pages 25-26 of this catalog for <strong>ARP</strong> rod bolts.<br />
When using a stretch gauge it’s best to<br />
measure the fastener prior to starting and<br />
monitor overall length during installation.<br />
When the bolt has stretched a<br />
specified amount, the correct preload<br />
or clamping force has been<br />
A stretch gauge<br />
is the best<br />
way to<br />
accurately<br />
determine the<br />
preload of a rod bolt.<br />
applied. We recommend that you<br />
maintain a chart of all rod bolts<br />
and make a note of<br />
the fastener<br />
length prior<br />
to installation<br />
and<br />
after any disassembly. If there is a permanent<br />
increase of .001˝ or more in length, there is a deformation and<br />
the bolt should be replaced. A sample stretch monitoring chart is<br />
located on page 29.<br />
Using A Torque Wrench<br />
There are a number of things to consider when using a torque<br />
wrench. The “friction factor” changes from one cycle to the next.<br />
That is, friction is at its highest value when the fastener is first<br />
tightened. Each subsequent time the fastener is torqued and loosened,<br />
the amount of friction lessens. Eventually the friction levels<br />
out and becomes fairly consistent for all following repetitions.<br />
Three basic elements that contribute to the friction factor:<br />
1. Most importantly -The fastener assembly lubricant<br />
2. The condition of the receiving threads<br />
3. The surface finish of the fastener<br />
Because of these variables, a phenomenon known as “preload<br />
scatter” or preload error occurs. This is basically the difference<br />
between the amount of preload achieved on the first installation<br />
of the fastener and the amount of preload achieved on subsequent<br />
torque/loosen/re-torque cycles. It’s not uncommon to see “preload<br />
scatter” in the range of 4,000-8,000 pounds between the first and<br />
tenth pull on a new fastener depending on the lubricant used.<br />
27<br />
tech
the company tech<br />
28<br />
<strong>ARP</strong> Ultra-Torque<br />
18,000<br />
17,000<br />
The Lubricant Is The Key<br />
Preload in lbs<br />
EPL<br />
The main 16,000 factor in determining friction in a threaded fastener<br />
is the lubricant used, and therefore influences the torque required<br />
15,000<br />
Moly<br />
for a particular installation. One of the most overlooked aspects of<br />
choosing a 14,000 fastener assembly lubricant is…the lubricant’s ability<br />
to “control” the normal Oil function of friction inherent in all high<br />
13,000<br />
performance engine 1 fasteners. 2 3 4 As discussed 5 6 7 earlier 8 in 9 this 10 section,<br />
Torque Cycle<br />
friction is at its highest point when a new fastener is first tightened.<br />
This “friction” inhibits the fasteners ability to achieve the required<br />
preload on the first several cycles. In fact, <strong>ARP</strong>’s in-house Research<br />
and Development department has proven that new fasteners using<br />
motor oil and other commonly used lubricants such as Moly and<br />
EPL typically require 5-7 cycles before final torquing to level<br />
out the initial friction and achieve the required preload. Slicker<br />
lubricants may reduce the required torque by as much as 20-30%<br />
to achieve the desired preload, but compromise in areas of major<br />
importance such as preload repeatability, and may yield the fastener<br />
prematurely. Typically, the slicker the lubricant, the greater the<br />
“preload scatter” or preload error there will be during installation.<br />
Preload in lbs<br />
Installation Preload Scatter Comparison<br />
(Target Preload 18,000 lbs @ 120 ft-lbs)<br />
19,000<br />
18,000<br />
17,000<br />
16,000<br />
15,000<br />
14,000<br />
13,000<br />
<strong>ARP</strong> Ultra-Torque<br />
EPL<br />
Moly<br />
Oil<br />
1 2 3 4 5 6 7 8 9 10<br />
Torque Cycle<br />
The bottom line: Preload repeatability and preload consistency<br />
from a fastener to fastener perspective, should be the number<br />
one consideration when choosing a fastener assembly lubricant.<br />
Remember even the best fastener is only as good as its installation.<br />
Preload repeatability is the foundation for maintaining<br />
round housing bores, and preload consistency ensures the same<br />
preload from one fastener to another across a large area, such as<br />
the deck surface of a cylinder block. These two fundamentals are<br />
the cornerstone of every successful fastener installation and that’s<br />
why <strong>ARP</strong>’s engineering team set out to develop the “ultimate”<br />
fastener lubricant. The result of several years of extensive R&D<br />
is a remarkable new assembly lube called <strong>ARP</strong> Ultra-Torque®. As<br />
shown in the graph above, <strong>ARP</strong> Ultra-Torque® clearly provides<br />
the repeatability and preload consistency that no other fastener<br />
assembly lubricant on the market can provide today. For more<br />
information on <strong>ARP</strong> Ultra-Torque® see page 93.<br />
<strong>ARP</strong>’s computer-controlled torque-tension machine can apply a given<br />
“torque” or “angle” to a fastener and measure the actual preload.<br />
Through test cycles, it is possible to chart the “preload scatter” with various<br />
fasteners and lubricants.<br />
Preload in lbs<br />
18,000<br />
<strong>ARP</strong> Ultra-Torque<br />
17,000<br />
16,000 Moly<br />
Oil<br />
15,000<br />
EPL<br />
14,000<br />
13,000<br />
12,000<br />
Fastener Surface Finish and Condition of Receiving Threads<br />
1 2 3 4 5 6 7 8 9 10<br />
In addition to Torque the Cycle lubricant used, friction is affected by the<br />
surface finish of the fastener itself and the condition of the receiving<br />
threads. For example, black oxide behaves differently than a<br />
polished fastener so it’s important to follow the torque recommendations<br />
with each fastener kit. Then there’s the very real problem<br />
of burrs and debris in the bolt holes that can significantly affect<br />
the amount of torque required to achieve the recommended preloads.<br />
All bolt holes should be thoroughly cleaned using special<br />
“Chaser Taps” to optimize the threads before installation. <strong>ARP</strong><br />
offers these special cleaning chaser taps on page 95.<br />
Torque Wrench Accuracy<br />
It is possible for even the<br />
most expensive torque wrenches<br />
to lose accuracy over time.<br />
Rough use or repeated loosening<br />
of fasteners using your<br />
torque wrench as a “breaker<br />
bar” will exacerbate the loss of accuracy. In fact, <strong>ARP</strong> field technicians<br />
have seen a wide range of torque wrench reading errors as<br />
much as 15-30%. This just emphasizes the importance of treating<br />
torque wrenches with the utmost of respect and having them<br />
checked periodically for accuracy.<br />
The Torque Angle Method<br />
Since the amount that a bolt or nut advances on the thread<br />
per degree of rotation is determined by the thread pitch, it would<br />
appear that any amount of stretch in a given bolt or stud can be<br />
accurately predicted be measuring the degrees of turn from the<br />
point where the underside of the bolt head or nut face contacts<br />
the work surface. Termed the “torque angle” method, this procedure<br />
has long been the standard of civil engineering. It has<br />
been suggested that torque angle is a relatively simple and valid<br />
procedure to use in “blind” installations—where it is not possible<br />
to physically measure the actual bolt stretch.<br />
<strong>ARP</strong> has conducted extensive evaluations of the torque angle<br />
method, and concluded that – for high performance engine applications<br />
– it is suitable only when calibrated for each installation.<br />
Our investigation has proven that installed stretch is dependent<br />
not only on the pitch of the thread and the degree of rotation, but<br />
also on the amount of compression of the clamped components,<br />
the type of lubrication, the length of the male fastener, and the<br />
amount of engaged thread. It’s important to note that for the<br />
same degree of rotation, the amount of bolt stretch will be critically<br />
different between an aluminum or cast iron cylinder head, or<br />
when installing a steel main cap on a cast iron or aluminum block.<br />
Furthermore, there is a significant difference in stretch between the<br />
long and short cylinder head bolts or studs on the same head. The<br />
torque angle method can be accurate – but only if each individual<br />
application has been previously calibrated by direct measurement<br />
of bolt stretch. If you do employ the torque angle method, it’s best<br />
to begin calibrating rotation from some small measured torque<br />
rather than the first point of contact with the work face. To achieve<br />
optimum accuracy, always use <strong>ARP</strong> Ultra-Torque ® fastener assembly<br />
lubricant whenever possible.<br />
800-826-3045
tech<br />
800-826-3045<br />
THE IMPORTANCE OF PROPER<br />
ROD BOLT STRETCH/TORQUE…<br />
Whether measured by stretch or by torque, properly preloading<br />
a rod bolt is essential for trouble-free performance. If a bolt<br />
is installed without sufficient preload (or pre-stretch), every<br />
revolution of the crankshaft will cause a separation between the<br />
connecting rod and rod cap. This imposes additional stretch in<br />
the bolt. The stretch disappears when the load is removed on each<br />
revolution, or cycle. Over time, this cycle stretching and relaxing<br />
can cause the bolt to fail due to fatigue, just like a paper clip that<br />
is bent back and forth by hand. To prevent this condition, the<br />
bolt’s pre-load must be greater than the load caused by engine<br />
operation.<br />
A properly installed bolt remains stretched by its preload and<br />
isn’t exercised by the cyclic loads imposed on the connecting rod.<br />
A quality bolt will stay stretched this way for years without failing.<br />
The important thing is to prevent the bolt from failing due to<br />
fatigue by tightening it to a load greater than the demand of the<br />
engine. Protect your bolts – tighten them as recommended.<br />
You can easily monitor the condition of the rod bolts through<br />
use of a stretch gauge, or a micrometer for that matter. Prior to<br />
installing the rod, measure the length of the bolt in a “relaxed”<br />
(untorqued) state. Write this down. You can make up a chart<br />
similar to the one shown on this page to properly keep track<br />
of the data. When you tear the engine down for maintenance,<br />
again measure the length of each rod bolt – being careful to keep<br />
everything in the proper order. If any of the rod bolts have taken<br />
a permanent set and have stretched by .001˝ or longer you should<br />
replace the fastener IMMEDIATELY! The stretching is a sure<br />
indicator that the bolt has been compromised and taken past its<br />
yield point.<br />
In other types of bolted joints, this careful attention to<br />
tightening is not as important. For example, flywheel bolts need<br />
only be tightened enough to prevent them from working loose.<br />
Flywheel loads are carried either by shear pins or by side loads<br />
in the bolts; they don’t cause cyclic tension loads in the bolts.<br />
Connecting rod bolts, on the other hand, support the primary<br />
tension loads caused by engine operation and must be protected<br />
from cyclic stretching. That’s why proper tightening of connecting<br />
rod bolts is so important. See pages 25-26 for recommended<br />
stretch and torque.<br />
Friction is a challenging problem because it varies so much,<br />
and is extremely difficult to control with most commonly known<br />
lubricants. The best way to avoid the pitfalls of friction and the<br />
known variables associated with different lubricants is by using<br />
the stretch method. This way preload is independent of friction,<br />
and can be controlled by measuring the exact amount of bolt<br />
stretch. Each time a new bolt is torqued and loosened, the friction<br />
factor gets smaller. Eventually the friction levels out and becomes<br />
constant for all following repetitions, making it necessary to<br />
tighten and loosen a new bolt several times before final installation,<br />
when the stretch method can not be used. The number<br />
of cycles depends on the lubricant. Most lubricants require, 5-7<br />
tightening and loosening cycles to level out the friction before<br />
final installation. However, with the introduction of <strong>ARP</strong>’s new<br />
Ultra-Torque fastener assembly lubricant, cycling a new fastener<br />
before final installation becomes a “thing of the past.” See page<br />
93 for more information on <strong>ARP</strong> Ultra-Torque ® fastener assembly<br />
lubricant.<br />
A rod bolt stretch gauge is one of the most important tools a serious<br />
engine builder can own. It’s valuable in properly setting up a rod for<br />
resizing, obtaining the proper torque load when installed in the engine,<br />
and monitoring the condition of the bolt while in use.<br />
Rod Bolt Stretch Monitoring Chart<br />
Rod #1 Rod #2 Rod #3 Rod #4<br />
Inside Bolt Inside Bolt Inside Bolt Inside Bolt<br />
In Out In Out In Out In Out<br />
Outside Bolt Outside Bolt Outside Bolt Outside Bolt<br />
In Out In Out In Out In Out<br />
Rod #5 Rod #6 Rod #7 Rod #8<br />
Inside Bolt Inside Bolt Inside Bolt Inside Bolt<br />
In Out In Out In Out In Out<br />
Outside Bolt Outside Bolt Outside Bolt Outside Bolt<br />
In Out In Out In Out In Out<br />
29<br />
the techcompany
the rod company bolts<br />
30<br />
PRO SERIES<br />
CONNECTING<br />
ROD BOLTS<br />
A large number of connecting rod manufacturers<br />
have chosen <strong>ARP</strong> bolts as standard equipment.<br />
They’re proud to advertise their products as being<br />
equipped with <strong>ARP</strong> rod bolts. And for good<br />
reason. The “weak link” in a connecting rod has<br />
always been the bolt, and racers know that nobody<br />
builds a better bolt than <strong>ARP</strong>. However, it is critically<br />
important to monitor the stretch of each bolt<br />
and replace it when it has permanently elongated<br />
by .001˝. Below you will find an extensive listing of<br />
aftermarket connecting rods and replacement bolt<br />
specifications.<br />
In some instances, you may want to go to an<br />
<strong>ARP</strong> rod bolt made from a better grade of material.<br />
This will provide you with improved reliability.<br />
However, please understand that when you want<br />
bolts made from exotic, super high strength materials,<br />
the cost will increase significantly. If you’re on<br />
a budget, it’s best to go with the most cost-effective<br />
solution. This is typically defined by the loads<br />
that are carried by the bolts in terms of piston/<br />
rod weight and the rotational speed of the engine.<br />
The most cost effective design is the one in which<br />
the bolt strength is just great enough to handle<br />
its anticipated load – plus a safety margin for the<br />
occasional overloads. Using a material which has<br />
far more strength than required is not as cost effective<br />
– but will definitely give you an extra margin<br />
of safety and longer service life.<br />
You should also know that <strong>ARP</strong> rod bolts<br />
are superior to those from other manufacturers.<br />
Especially in the area of fatigue strength. Testing<br />
has shown <strong>ARP</strong> rod bolts to have ten times the<br />
fatigue strength of other bolts. In the chart below,<br />
you’ll find a bar chart that graphically shows the<br />
difference between <strong>ARP</strong> Pro Series rod bolts and<br />
the fastener made by a leading competitor. It’s<br />
easy to see why <strong>ARP</strong> bolts are superior. As such,<br />
it makes good sense to rely on <strong>ARP</strong> for optimum<br />
connecting rod service and reliability. Make the<br />
most of your racing budget and rely on <strong>ARP</strong> rod<br />
bolts. You’ll find the <strong>ARP</strong> name proudly stamped<br />
on each bolt as your assurance of quality.<br />
3,000,000<br />
2,000,000<br />
1,000,000<br />
900,000<br />
800,000<br />
700,000<br />
600,000<br />
500,000<br />
400,000<br />
300,000<br />
200,000<br />
100,000<br />
Run Cycles<br />
To Failure<br />
High Load 16,700 lbs.<br />
Low Load 4,700 lbs.<br />
Competitor’s<br />
Bolt (AMS 5844)<br />
<strong>ARP</strong>3.5<br />
(AMS 5844)<br />
<strong>ARP</strong> CUSTOM<br />
AGE 625+<br />
g Forged in-house at <strong>ARP</strong> using only the finest quality materials<br />
g Heat-treated using special vertical racks to assure complete 360° penetration<br />
g Threads rolled after heat-treat to provide up to 10-times longer fatigue strength<br />
g Precision CNC-machined to exacting specifications<br />
g Specially designed for optimum reliability in each application<br />
<strong>ARP</strong> connecting rod bolts are used in everything<br />
from exotic 18,000 rpm Formula 1 engines to 8,000<br />
horsepower nitro-burning Top Fuel motors<br />
It’s important to note that a number of premium quality<br />
connecting rods come from their respective manufacturers<br />
with <strong>ARP</strong> rod bolts as standard equipment. We<br />
are pleased to consider these key firms our<br />
“Performance Partners” and embarked upon a<br />
program to recognize this alliance. <strong>ARP</strong> also<br />
manufactures replacement connecting rod<br />
bolts for products from other firms. We<br />
feel that our fasteners are substantially<br />
better than those OEM offerings, and they<br />
will serve to increase the durability and service<br />
life of these rods. For information pertaining<br />
to obtaining replacement bolts for these rods,<br />
contact our tech department.<br />
800-826-3045
MATERIALS USED IN THE MANUFACTURE OF CAP SCREW TYPE CONNECTING ROD BOLTS<br />
8740 CHROME MOLY: Until the development of today’s modern<br />
alloys, chrome moly was popularly considered a high strength material.<br />
Now viewed as only moderate strength, 8740 chrome moly is seen<br />
as a good tough steel, with adequate fatigue properties for most racing<br />
applications, but only if the threads are rolled after heat-treatment,<br />
as is the standard <strong>ARP</strong> production practice. Typically, chrome moly<br />
is classified as a quench and temper steel, that can be heat-treated to<br />
deliver tensile strengths between 180,000 and 210,000 psi.<br />
AERMET: With a typical tensile strength of 290,000-310,000<br />
psi, Aermet is a new martensitic super-alloy that is stronger and<br />
less expensive than the super-alloy austenitic materials that follow.<br />
Because it is capable of achieving incredibly high clamping loads, it<br />
is ideal for short but extreme environments like top fuel, funny car<br />
and some short track applications. Although Aermet is a maraging<br />
steel that is far superior to other high strength steels in its resistance<br />
to stress corrosion, it must be kept well-oiled and not exposed to<br />
moisture.<br />
<strong>ARP</strong>2000®: <strong>ARP</strong>2000 is an alloy steel that can be safely heat treated to<br />
a higher level, producing a greater strength material than 8740. While<br />
8740 and <strong>ARP</strong>2000 share similar characteristics – <strong>ARP</strong>2000 is capable of<br />
achieving a clamp load at 220,000 psi. <strong>ARP</strong>2000 is used widely in short<br />
track and drag racing as an up-grade from 8740 chrome moly in both<br />
steel and aluminum rods. Stress corrosion and hydrogen embrittlement<br />
are typically not a problem, providing care is taken during installation.<br />
L19: This is a premium steel that is processed to deliver superior<br />
strength and fatigue properties. L19 is a very high strength material<br />
compared to 8740 and <strong>ARP</strong>2000 and is capable of delivering<br />
a clamp load at 260,000 psi. It is primarily used in short track and<br />
drag racing applications where inertia loads exceed the clamping<br />
capability of <strong>ARP</strong>2000. Like most high strength, quench and temper<br />
steels – L19 requires special care during manufacturing to avoid<br />
hydrogen embrittlement. This material is easily contaminated and<br />
subject to stress corrosion. It must be kept well-oiled and not exposed<br />
to moisture.<br />
800-826-3045<br />
Application Material<br />
UHL<br />
(in.)<br />
Thread<br />
Dia. (in.)<br />
Wrench<br />
Dia. (in.)<br />
Set<br />
Qty<br />
Complete<br />
Set<br />
Ford 427 (LeMans) and general replacement for aluminum rods, w/ washer 8740 1.800 7/16 7/16 16 200-6001 200-6021<br />
Venolia, BRC, aluminum rod replacement, with washers 8740 1.800 7/16 7/16 16 200-6002 200-6022<br />
Manley/Elgin replacement, with washers 8740 1.800 7/16 7/16 16 200-6003 200-6023<br />
General replacement, aluminum rods, with washers 8740 2.000 7/16 7/16 16 200-6004 200-6024<br />
Manley replacement, with washers 8740 1.600 7/16 7/16 16 200-6006 200-6026<br />
Manley replacement, rod part number 14051 and 14055 <strong>ARP</strong>2000 1.850 7/16 7/16 16 200-6201 200-6221<br />
Carrillo replacement for CARR bolt, with washers <strong>ARP</strong>2000 1.800 7/16 1/2 16 200-6202 200-6222<br />
Carrillo replacement for H-bolt, without washers L19 1.725 7/16 1/2 16 200-6203 200-6223<br />
Lentz replacement with washers <strong>ARP</strong>2000 1.800 7/16 1/2 16 200-6204 200-6224<br />
Lentz replacement without washers <strong>ARP</strong>2000 1.725 7/16 1/2 16 200-6205 200-6225<br />
Venolia, Brooks, KB, Aluminum rod replacement with washer <strong>ARP</strong>2000 2.000 7/16 1/2 16 200-6206 200-6226<br />
General replacement, steel rods <strong>ARP</strong>2000 1.600 3/8 7/16 8 200-6209 200-6219<br />
General replacement, steel rods <strong>ARP</strong>2000 1.500 5/16 3/8 8 200-6210 200-6220<br />
Venolia, Brooks, KB, BRC, Aluminum rod replacement with washer L19 2.000 7/16 1/2 16 200-6506 200-6526<br />
Venolia, Brooks, KB, Aluminum rod replacement with washer Custom Age 625+ 2.000 7/16 1/2 16 300-6706 300-6726<br />
Carrillo, Lentz, Ferrea replacement without washer <strong>ARP</strong>3.5 1.750 7/16 1/2 16 300-6601 300-6621<br />
Carrillo, Lentz, Ferrea replacement without washer Custom Age 625+ 1.750 7/16 1/2 16 300-6701 300-6721<br />
Carrillo replacement <strong>ARP</strong>3.5 1.600 3/8 7/16 16 300-6602 300-6622<br />
Carrillo replacement Custom Age 625+ 1.600 3/8 7/16 16 300-6702 300-6722<br />
Carrillo replacement <strong>ARP</strong>3.5 1.600 3/8 7/16 8 300-6603 300-6623<br />
Carrillo replacement Custom Age 625+ 1.600 3/8 7/16 8 300-6703 300-6723<br />
Carrillo replacement <strong>ARP</strong>3.5 1.500 5/16 3/8 8 300-6608 300-6628<br />
Carrillo replacement Custom Age 625+ 1.500 5/16 3/8 8 300-6708 300-6728<br />
General replacement, steel rods <strong>ARP</strong>2000 1.500 3/8 7/16 8 200-6207 200-6227<br />
General replacement, steel rods <strong>ARP</strong>2000 1.750 3/8 7/16 8 200-6208 200-6228<br />
General replacement Custom Age 625+ 1.500 3/8 7/16 8 300-6704 300-6724<br />
2-Piece<br />
Pack<br />
INCONEL 718: A nickel based material that is in the high temperature,<br />
super-alloy class, it is found to be equally suitable in lower<br />
temperature applications. This material delivers tensile strengths in<br />
the 210,000-230,000 psi range and exhibits improved fatigue properties.<br />
Best of all, Inconel 718 is completely immune to hydrogen<br />
embrittlement and corrosion.<br />
<strong>ARP</strong>3.5 (AMS5844): While similar to Inconel 718, these superalloys<br />
are found in many jet engine and aerospace applications<br />
where heat and stress attack the life of critical components. The<br />
high cobalt content of this alloy, while expensive, delivers a material<br />
with superior fatigue characteristics and typically tensile strength<br />
in the 260,000-280,000 psi range. The immunity to hydrogen<br />
embrittlement and corrosion of these materials is a significant design<br />
consideration. These materials are primarily used in connecting rods<br />
where extremely high loads, high RPM and endurance are important<br />
factors – Formula 1, NASCAR and IRL applications.<br />
CUSTOM AGE 625 PLUS: This newly formulated super-alloy demonstrates<br />
superior fatigue cycle life, tensile strength and toughness<br />
– with complete resistance to atmospheric corrosion and oxidation.<br />
<strong>ARP</strong> is the first to develop manufacturing and testing processes for<br />
fasteners with Custom Age 625+. Best of all it is less expensive and<br />
expected to soon replace MP-35 as the material of choice in the<br />
high strength, super-alloy field. Typical tensile strength is 260,000-<br />
280,000 psi.<br />
31<br />
the rod company bolts
the rod company bolts<br />
32<br />
HOW TO: INSTALL CAP-STYLE ROD BOLTS<br />
Replace your original connecting<br />
rod cap screws with these <strong>ARP</strong> products<br />
for enhanced durability and improved<br />
strength. Use whenever cap screw-style<br />
bolts are used for rod cap retention.<br />
TECH TIP<br />
Be sure the torque spec used when<br />
re-sizing a rod and final engine assembly<br />
are the same. Communicate with<br />
your machinist! Use a stretch gauge<br />
for both functions, if possible.<br />
NOTE: One way to know if a bolt is ready<br />
to fail is if it has permanently yielded<br />
.001˝ or more. See page 27.<br />
3. Measure pre-torqued bolt length.<br />
Always keep a log of the original free<br />
standing length. A sample is on page 29.<br />
Assemble cap to rod, then lubricate the<br />
bolt threads and washer with <strong>ARP</strong> Ultra-<br />
Torque lubricant. Install bolt & washer.<br />
3. Lubricate the bolt threads and the<br />
face of the nuts with <strong>ARP</strong> Ultra-Torque<br />
lubricant, tighten nuts to achieve recommended<br />
bolt stretch. A rod bolt stretch<br />
chart is located on pages 25-26.<br />
1. Clean and inspect all hardware for obvious<br />
damage. If necessary, chase or re-tap<br />
con rod threads to ensure proper thread<br />
engagement and accurate torque readings.<br />
4. Using a stretch gauge or micrometer<br />
to measure fastener stretch, torque rod<br />
bolt until recommended bolt stretch is<br />
achieved. A rod bolt stretch chart is located on<br />
pages 25-26.<br />
4. With proper preload applied, have rods<br />
resized. This procedure is recommended<br />
any time rod bolts are replaced.<br />
2. Position washer under bolt head to<br />
ensure it clears the under head radius.<br />
NOTE: Improper installation will cause<br />
premature bolt failure.<br />
5. Once properly preloaded, have the<br />
rods resized before assembling them to the<br />
pistons, then install in engine using the<br />
prescribed bolt-stretch method.<br />
HOW TO: INSTALL OEM-STYLE ROD BOLTS<br />
Improved reliability and optimum<br />
strength are the main attributes of <strong>ARP</strong>’s<br />
replacement rod bolts. These are the<br />
finest fasteners available today, and are<br />
recommended for all high performance<br />
applications.<br />
TECH TIP<br />
Be sure the torque spec used when<br />
re-sizing a rod and final engine assembly<br />
are the same. Communicate with<br />
your machinist! Use a stretch gauge<br />
for both functions, if possible.<br />
1. Inspect rods to ensure there is adequate<br />
chamfer to clear radius under heads, then<br />
install bolts after inspecting for damaged<br />
hardware.<br />
2. Reinstall the rod cap, then measure bolt<br />
length using a micrometer (free standing<br />
length).<br />
5. Install rod and piston assemblies in<br />
engine using the prescribed bolt stretch<br />
method or by following recommended<br />
torque values.<br />
800-826-3045
Standard High Performance<br />
Wave-Loc ®<br />
High Performance<br />
choose from three arp<br />
replacement rod bolts:<br />
Because factory connecting rods (or aftermarket versions of<br />
OEM rods) are used in a variety of applications from rebuilt stock<br />
motors to modified powerplants used in circle track, marine and<br />
drag racing engines – including those with superchargers and/<br />
or nitrous oxide injection systems – <strong>ARP</strong> offers replacement rod<br />
bolts in three different models. All of them are substantially better<br />
than the stock OEM and most aftermarket bolts.<br />
GOOD: STANDARD HIGH PERFORMANCE BOLTS<br />
A premium grade 8740 alloy chrome moly steel is used to<br />
manufacture <strong>ARP</strong> High Performance connecting rod bolts.<br />
This material is heat-treated to provide a tensile strength in<br />
the 200,000 psi range, which is substantially stronger than the<br />
OEM bolts. Cycle testing shows <strong>ARP</strong> High Performance rod<br />
bolts to be nearly five times more reliable than stock bolts.<br />
BETTER: WAVE-LOC ® HIGH PERFORMANCE BOLTS<br />
The same heat-treated 8740 chrome moly steel is used to make<br />
these rod bolts as <strong>ARP</strong>’s standard High Performance rod bolts.<br />
The big difference is in the shank design, with <strong>ARP</strong>’s exclusive<br />
(and patented) Wave-Loc technology providing substantial<br />
benefits. Because there are fairly wide tolerances in factory bolt<br />
holes, the bolt must be able to fit snugly and a knurl is applied.<br />
Unfortunately, these knurls cut deep into the bolt material, leaving<br />
sharp edges and enormous “stress risers” that promote failure.<br />
That’s why <strong>ARP</strong> developed the Wave-Loc design that features symmetrical<br />
waves and has an effective interference range of .001˝ to<br />
.005˝ for proper cap alignment.<br />
BEST: “PRO” SERIES WAVE-LOC BOLTS<br />
For the most severe applications, in conjunction with aftermarket<br />
I-beam rods, <strong>ARP</strong> has developed the “Pro” Series Wave-Loc<br />
bolts. These ultra heavy-duty rod bolts are made from a special<br />
material designated <strong>ARP</strong>2000. It has approximately 200% the<br />
fatigue life of 8740 chrome moly steel and has a tensile strength<br />
of about 220,000 psi, and is capable of more than 12,000 lbs.<br />
clamping force.<br />
800-826-3045<br />
Pro Series<br />
Wave-Loc<br />
REPLACEMENT<br />
CONNECTING<br />
ROD BOLTS<br />
TECH NOTE: ROD BOLTS<br />
Unquestionably the most important fasteners in any<br />
engine are the connecting rod bolts, as they hold the key<br />
to the entire rotating assembly. A broken bolt will lead to<br />
catastrophic engine failure. As you can imagine, the most<br />
critical joint is where the connecting rod halves mate. The<br />
rod bolts must support the primary tension loads caused<br />
by each rotation (or cycle) of the crankshaft. When the<br />
crank rotates, the big end of the connecting rod essentially<br />
becomes oval-shaped and the rod bolts bend. As the crankshaft<br />
continues to rotate, the rod becomes round again.<br />
With alternating tension loads and cyclic bending of the<br />
bolts, it is very important to install fasteners that are able to<br />
exert a clamping force greater than the load imposed upon<br />
the joint (tension).<br />
In addition to utilizing a rod bolt with sufficient strength<br />
to withstand the tremendous cyclical strains placed upon<br />
it, it is absolutely imperative that the bolts be properly<br />
tightened. The preferred method of monitoring the correct<br />
amount of tension is through use of a stretch gauge. This<br />
is far more accurate than using a torque wrench. Moreover,<br />
through subsequently checking the rod bolts length at teardowns,<br />
it is possible to determine if it has been stressed<br />
beyond safe limits and must be replaced.<br />
ADVANTAGES OF WAVE-LOC ROD BOLTS:<br />
Threads<br />
are rolled,<br />
not cut<br />
“Waves” are forged into bolt,<br />
as opposed to cut knurls,<br />
which interrupt grain flow<br />
• Wave-Loc surface contacts the<br />
rod and cap for optimum alignment<br />
and reduction of fluctuating<br />
stress – which strengthens the<br />
rod itself!<br />
• Provides snug fit for all OEM connecting<br />
rods (interference range of<br />
.001˝ to .005˝), despite wide range<br />
of factory rod bolt hole tolerances.<br />
• Available for most applications.<br />
“Waves” contact bolt hole wall<br />
to provide extra support and<br />
strengthen connecting rod<br />
Rod cap is precisely located<br />
because forward “wave” serves<br />
as a guide<br />
• Superior material grain flow<br />
because of patented Wave-Loc<br />
surface design as compared to<br />
knurled bolts that have sharp<br />
edges and “built-in” stress risers.<br />
• Galling and scoring of the rod is<br />
virtually eliminated because there<br />
is only smooth contact and absolutely<br />
no “digging.”<br />
33<br />
the rod company bolts
the rod company bolts<br />
A<br />
B<br />
C<br />
D<br />
E<br />
F<br />
G<br />
H<br />
I<br />
J<br />
K<br />
L<br />
M<br />
34<br />
Application<br />
ALFA ROMEO<br />
Note: Please verify rod bolt head style against<br />
the photos labeled A-M when replacing rod bolts<br />
Head<br />
Style<br />
Hi-Perf<br />
8740<br />
(complete)<br />
2.0L GTV A 126-6101<br />
AMC<br />
258 cid inline 6 D 112-6001<br />
290-304-343-360 cid 11/32˝ D 114-6001<br />
390 cid (1968-69) D 114-6004<br />
390-401 cid (1970 & later) 3/8˝ D 114-6002<br />
BMC/TRIUMPH/ROVER<br />
Hi-Perf<br />
8740<br />
(2-PC)<br />
HP Wave<br />
8740<br />
(complete)<br />
HP Wave<br />
8740<br />
(2-PC)<br />
Pro Wave<br />
<strong>ARP</strong>2000<br />
(complete)<br />
Pro Wave<br />
<strong>ARP</strong>2000<br />
(2-PC)<br />
Pro Series<br />
<strong>ARP</strong>2000<br />
(complete)<br />
A Series 3/8˝ J 206-6001 206-6021<br />
A & B Series 11/32˝ C 206-6002<br />
B Series (1964-68) 18GB & 18GF 3/8˝ E 206-6003<br />
Bonneville 650cc motorcycle (1956-72) 206-6009<br />
K Series E 206-6007<br />
1.3L & 1.5L Spitfire E 206-6004<br />
2.0L GT6 & 2.5L TR6 E 206-6005<br />
2.0L SOHC TR7 K 206-6006<br />
BMW<br />
Pro Series<br />
<strong>ARP</strong>2000<br />
(2-PC)<br />
1.6L (R53) Mini Cooper M8 x 43MM UHL E 206-6008<br />
2.3L (S14) M11 x 41MM UHL E 201-6104<br />
2.5L (M50/M50TU) inline 6 M9 x 53MM UHL E 201-6301<br />
2.8L (M52EURO), 3.0L (S50US) & 3.2L (S52US)<br />
inline 6 M9 x 44MM UHL<br />
E 201-6201<br />
2.8L (M52/M52TU) & 3.0L (M54) inline 6<br />
M9 x 47MM UHL<br />
E 201-6303<br />
3.0L (S50 EURO) inline 6 M10 x 45MM UHL E 201-6102<br />
3.2L (S54) inline 6 M11 x 47MM UHL E 201-6103<br />
4.4L (M62/M62TU) V8 M9 x 53MM UHL<br />
BUICK<br />
E 201-6302<br />
90° V6 (cap screw type) 1.500˝ UHL E 123-6001 123-6021<br />
90° V6 (cap screw type) 1.700˝ UHL E 123-6002 123-6022<br />
215 cid aluminum V8 D 124-6001<br />
350 cid (1968-73) standard 11/32˝ 124-6002<br />
350 cid (1968-73) .015 in. oversize 11/32˝ 124-6003<br />
400-401-425-430-455 cid<br />
CADILLAC<br />
B 125-6001<br />
472-500 cid with 12 pt nuts<br />
CHEVROLET, SMALL BLOCK<br />
D 135-6003<br />
7/16˝ “K” rod with 12 pt nuts A 134-6004<br />
265-283-327 cid (small journal) 11/32˝ D 134-6001 134-6021 134-6401 134-6411 234-6401 234-6421<br />
305-307-327-350 cid (large journal) 3/8˝ B 134-6003 134-6023 134-6403 134-6423 234-6403 234-6423<br />
350 cid PM Rod (1992-97) LT1/LT4 B 134-6005<br />
383 Stroker w/ 350 rod (extra head clearance) A 134-6027<br />
400 cid A 134-6002 134-6022 134-6402 134-6422 234-6402 234-6422<br />
Gen III/LS Series small block (except LS7)<br />
“Cracked Cap Design”<br />
E 134-6006 134-6026 234-6301 234-6321<br />
Gen III/LS7 small block (titanium rod)<br />
CHEVROLET, BIG BLOCK<br />
E 234-6302<br />
396-402-427-454 cid 3/8˝ A 135-6002 135-6022 135-6402 135-6422 235-6402 235-6422<br />
409 cid B 134-6003 134-6023 134-6403 134-6423 234-6403 234-6423<br />
454-502 cid 7/16˝ A 135-6001 135-6021 135-6401 135-6421 235-6401 235-6421<br />
454-502 cid 7/16˝ with 12 pt nuts<br />
CHEVROLET, 4 AND 6-CYLINDER<br />
A 235-6403 235-6423<br />
140-145-164 cid Corvair 5/16˝ D 132-6002 132-6022<br />
194-230-250 cid inline 6 D 132-6001 132-6021<br />
120-140 cid 4-cylinder Vega D 131-6001 131-6021<br />
2.8L 60° V6 D 133-6002 133-6022<br />
4.3L 90° V6<br />
CHRYSLER<br />
A 133-6001 133-6021<br />
2.2L & 2.5L 4-cylinder D 141-6001 141-6021 141-6401<br />
170-225 cid Slant Six (1976 & earlier) F 142-6001<br />
225 cid Slant Six (1977 & later) D 142-6002<br />
318-340-360 Wedge & 318-360 Magnun D 144-6001 144-6021 144-6401 144-6421 244-6401 244-6421<br />
5.7L Hemi E 247-6301<br />
6.1L & 6.4L Hemi E 247-6302<br />
383-400-413-440 Wedge & 354-392 Hemi D 145-6002 145-6022 145-6402 245-6402 245-6422<br />
426 factory Hemi 7/16˝ M 145-6001 145-6021<br />
Red part numbers indicate new items<br />
800-826-3045
Application<br />
Note: Please verify rod bolt head style against<br />
the photos labeled A-M when replacing rod bolts<br />
FORD, SMALL BLOCK<br />
800-826-3045<br />
Head<br />
Style<br />
Hi-Perf<br />
8740<br />
(complete)<br />
Hi-Perf<br />
8740<br />
(2-PC)<br />
HP Wave<br />
8740<br />
(complete)<br />
HP Wave<br />
8740<br />
(2-PC)<br />
Pro Wave<br />
<strong>ARP</strong>2000<br />
(complete)<br />
Pro Wave<br />
<strong>ARP</strong>2000<br />
(2-PC)<br />
Pro Series<br />
<strong>ARP</strong>2000<br />
(complete)<br />
Pro Series<br />
<strong>ARP</strong>2000<br />
(2-PC)<br />
239-256-272-292 Y block (rod marked EBU) M 154-6005<br />
239-256-272-292 Y block (rod marked ECZ) F 154-6004 154-6024<br />
289-302 cid standard 5/16˝ B 154-6002 154-6022 154-6402 154-6422 254-6402 254-6422<br />
302 cid Sportsman SVO 3/8˝ M 150-6005 150-6025<br />
312 cid F 154-6004 154-6024<br />
351 Cleveland C 154-6003 154-6023 154-6403 154-6423 254-6403 254-6423<br />
351-400M C 154-6001 154-6021 154-6401 154-6421<br />
Boss 302 & 351W C 150-6004 150-6024 150-6404 150-6424 250-6404 250-6424<br />
351W with square head rod bolt<br />
FORD, BIG BLOCK<br />
M 154-6006<br />
390-406-410-427-428 cid FE Series G 155-6002 155-6022 255-6402 255-6422<br />
427 LeMans E 200-6001 200-6021<br />
428 Cobra Jet (replacement for 13/32˝ bolt) A 155-6001 155-6021<br />
429-460 cid M 155-6003 155-6023<br />
Boss 429-460<br />
FORD, MODULAR<br />
C 150-6004 150-6024 150-6404 150-6424 250-6404 250-6424<br />
4.6L & 5.4L<br />
FORD, 4 AND 6-CYLINDER<br />
E 256-6301<br />
1.6L CVH M8 E 151-6004<br />
1.6L Zetec E M8 E 151-6003 151-6023<br />
1.8L Duratec E 251-6202<br />
2.0L DOHC Cosworth Sierra/Escort E 251-6301<br />
2.0L RS 2000 M8 E 251-6201 251-6222<br />
2.0L Zetec M9 E 151-6005<br />
2000cc Pinto D 151-6001 151-6021<br />
2300cc Pinto F 151-6002 151-6022 251-6402 251-6422<br />
2.8L & 2.9L V6 B 153-6001<br />
3.8L V6 Super Coupe T-bird C 153-6002 153-6022<br />
240-300 cid inline 6 G 152-6001<br />
4.9L inline 6<br />
HOLDEN<br />
C 152-6002<br />
11/32˝ B 205-6002<br />
3/8˝<br />
HONDA/ACURA<br />
B 205-6001<br />
1.2L, 1.6L & 1.8L M8 A 208-6001<br />
1.6L & 1.8L M9 A 208-6401<br />
2.0L (F20C) & 2.2L (F22C) S2000 E 208-6002<br />
2.0L (K20A) E 208-6003<br />
3.0L (C30A) V6 Acura NSX M9 208-6004<br />
3.2L (C32B) V6 Acura NSX M8<br />
LANCIA<br />
208-6005<br />
2.0L SOHC 8V & DOHC 16V Turbo<br />
MAZDA<br />
E 275-6001<br />
1.6L (B6) & 1.8L (BP) DOHC Miata M9<br />
MITSUBISHI<br />
K 118-6401<br />
2.0L (4B11) DOHC (2008 & later) E 207-6002<br />
2.0L (4G63) DOHC (1993 & earlier) M9 C 107-6001 107-6021<br />
2.0L (4G63) DOHC (1994-07) M8 A 107-6002 107-6022<br />
2.6L (G54B) C 107-6003 107-6023<br />
3.0L (6G72) & 3.5L (6G74) V6<br />
NISSAN/DATSUN<br />
C 107-6004 107-6024<br />
A Series (A12-A12A-A13-A14-A15) A 102-6002<br />
L16 Series M8 C 102-6001<br />
L20 Series 4-cylinder & 2.2L (Z22) M9 C 202-6001<br />
L24 Series (early) inline 6 M8 C 202-6002<br />
L24 (late), L26 & L28 Series inline 6 M9 C 202-6003<br />
2.0L (SR20DE/DET) 11/32˝ C 202-6005<br />
2.4L (KA24DE) 11/32˝ C 102-6003<br />
2.6L (RB26DET/DETT) Inline 6 11/32˝ A 202-6007<br />
3.0L (VG30E/ET) SOHC V6 M9 C 202-6003<br />
3.0L (VG30D/DET/DETT) DOHC V6 11/32˝ C 202-6004<br />
3.5L (VQ35) DOHC V6 M8<br />
OLDSMOBILE<br />
E 202-6006<br />
2.3L & 2.4L Quad 4 I 181-6001<br />
Red part numbers indicate new items<br />
35<br />
the rod company bolts<br />
A<br />
B<br />
C<br />
D<br />
E<br />
F<br />
G<br />
H<br />
I<br />
J<br />
K<br />
L<br />
M
the rod company bolts<br />
A<br />
B<br />
C<br />
D<br />
E<br />
F<br />
G<br />
H<br />
I<br />
J<br />
K<br />
L<br />
M<br />
Application<br />
Note: Please verify rod bolt head style against<br />
the photos labeled A-M when replacing rod bolts<br />
Head<br />
Style<br />
Hi-Perf<br />
8740<br />
(complete)<br />
Hi-Perf<br />
8740<br />
(2-PC)<br />
HP Wave<br />
8740<br />
(complete)<br />
HP Wave<br />
8740<br />
(2-PC)<br />
Pro Wave<br />
<strong>ARP</strong>2000<br />
(complete)<br />
Pro Wave<br />
<strong>ARP</strong>2000<br />
(2-PC)<br />
Pro Series<br />
<strong>ARP</strong>2000<br />
(complete)<br />
Pro Series<br />
<strong>ARP</strong>2000<br />
(2-PC)<br />
OLDSMOBILE (CONTINUED)<br />
307-350-403-425 cid A 184-6001 184-6021<br />
455 cid<br />
OPEL/VAUXHALL<br />
F 185-6001 185-6021<br />
1.4L & 1.6L 8V M8 E 109-6002<br />
1.4L 16V M9 E 109-6003<br />
2.0L 16V M9<br />
PEUGEOT<br />
E 109-6001 209-6003<br />
205 & 306<br />
PONTIAC<br />
M 117-6101<br />
151 cid (Iron Duke) 4-cylinder 11/32˝ D 191-6001<br />
3800 V6 (cap screw type) 1.700˝ UHL E 123-6002 123-6022<br />
301 cid D 194-6001<br />
287-317-347-370-389 cid (1955-62) D 190-6002 190-6022<br />
326-389-400-455 cid (1963 & later) 3/8˝ I 190-6001 190-6021<br />
455 Super Duty 7/16˝ M 190-6003 190-6023<br />
455 Super Duty (cap screw type) 7/16-24<br />
PORSCHE<br />
E 190-6004<br />
RSR Ti rod H 204-6004<br />
1.7L & 2.0L Type IV K 104-6006<br />
2.0L 911S (1969) H 204-6003<br />
911/930 Turbo & 933 M9 H 204-6005<br />
911 M10 H 204-6001<br />
944 K 204-6002<br />
986/987/996 & 997 (cap screw type) M9<br />
RENAULT<br />
E 204-6301<br />
Clio (F4R) 16V M9 E 216-6301<br />
R5 Turbo (Mid-Engine) E 216-6302<br />
R12 Gordini/Alpine (807g)<br />
SUBARU<br />
E 116-6001<br />
1.8L (EJ18) & 2.2L (EJ22) SOHC, 2.5L (EJ25) S0HC/<br />
DOHC Non Turbo & 2.0L (EJ20) DOHC Turbo<br />
I 260-6301<br />
2.5L (EJ25) DOHC Turbo<br />
SUZUKI<br />
E 260-6302<br />
GSX 1300 Hayabusa<br />
TOYOTA<br />
E 271-6301<br />
1.6L (4AGE) DOHC & 1.6L (4ALC) SOHC M9 A 203-6001<br />
1.6L (2TC/2TG) & 1.8L (3TC) A 203-6003<br />
1.8L (2ZZGE) E 203-6301<br />
2.0L (3SGTE) & 2.4L (22R) A 203-6002<br />
3.0L (7MGTE) inline 6 (1986-92) Supra A 203-6004<br />
3.0L (2JZGE/GTE) inline 6 (1993-98) Supra<br />
VOLKSWAGEN/AUDI<br />
E 203-6005<br />
Audi 5-cylinder L 104-6007<br />
Formula Vee (cap screw type) M9 E 104-6005 104-6025<br />
Super Vee (cap screw type) Audi-style rod E 104-6003 104-6023<br />
1600cc air cooled K 104-6001<br />
1600cc water-cooled Rabbit & Corrado G60 K 104-6002<br />
1.8L & 2.0L water cooled L 104-6004 104-6024<br />
2.7L (APB/BEL) Turbo & 2.8L (AFC/ACK/AHA/ATQ)<br />
Non Turbo V6<br />
E 204-6201<br />
2.8L & 2.9L VR6 E 204-6006<br />
Red part numbers indicate new items<br />
Miss Geico takes another checkered flag with <strong>ARP</strong> fasteners onboard Kevin Walsh Motorsports 1600 car<br />
36<br />
800-826-3045
800-826-3045<br />
CYLINDER HEAD STUDS<br />
It is for good reason that virtually every top professional engine builder<br />
relies on <strong>ARP</strong> Pro Series head studs for their all-out competition powerplants.<br />
Simply stated, there’s not a better stud setup on the market today.<br />
For openers, <strong>ARP</strong> uses a premium grade 8740 alloy that is rated far superior to<br />
“aircraft” quality. Each stud is placed vertically in special racks and precisely heat-treated to<br />
200,000 psi. This procedure ensures complete heat penetration and the results are far superior<br />
to those lesser quality studs from other manufacturers who just dump pieces in a basket and hope<br />
for the best.<br />
Following heat-treat, each stud is centerless ground to make it as close to perfectly concentric as<br />
possible. This procedure involves about ten very slight cuts and results in an exceptionally straight part. It’s<br />
important to note that lesser quality studs are not even centerless ground – the material is thread rolled in bar<br />
stock form (mostly before heat-treat, when the material is easier to machine). Because <strong>ARP</strong> studs are manufactured<br />
to such exacting tolerances, you will note that gaskets and cylinder heads literally glide into position and are perfectly<br />
aligned – something that won’t happen with inferior quality head studs.<br />
<strong>ARP</strong> studs are thread rolled after heat-treat, which gives them about 1000% (that’s ten times) better fatigue strength than<br />
those studs that are threaded prior to heat-treat (a very common industry practice). It costs a lot more to do it this way, because<br />
it’s tough on tooling, but the results are well worth the extra effort.<br />
You will also note that <strong>ARP</strong> offers specially undercut studs for several engines. This procedure (done only to the shorter<br />
studs) more equalizes the “stretch” of both studs, which makes for a more consistent clamping force – and one that compensates<br />
for head gasket compression when the cylinder heads are installed. This helps prevent blown head gaskets, and assures optimum<br />
engine sealing!<br />
Premium quality heat-treated 8740 chrome moly steel head stud kits are available for most every domestic and import applications.<br />
You won’t find a better quality stud on the market from any other source. Look for <strong>ARP</strong> stamped on each stud as your assurance of<br />
quality.<br />
Clearly, they are the best on the market today, and the favorite of leading professional engine builders in all forms of racing.<br />
HEAD STUDS vs. BOLTS...<br />
A TECHNICAL DISCUSSION<br />
<strong>ARP</strong>’s factory Tech Representatives are often asked which<br />
is better, cylinder head studs or bolts. The answer, invariably,<br />
depends on the installation. On many street-driven vehicles,<br />
where master cylinders and other items protrude into the engine<br />
compartment, it’s probably necessary to use head bolts so that<br />
the cylinder heads can be removed with the engine in the car.<br />
For most applications, however, studs are recommended.<br />
And for good reason. Using studs will make it much easier to<br />
assemble an engine (especially a racing powerplant which must<br />
be serviced frequently and quickly!) with the cylinder head and<br />
gasket assured of proper alignment.<br />
Application Hex Nuts<br />
Studs also provide more accurate and consistent torque<br />
loading. Here’s why. When you use bolts to secure the head,<br />
the fastener is actually being “twisted” while it’s being torqued<br />
to the proper reading. Accordingly, the bolt is reacting to two<br />
different forces simultaneously. A stud should be installed in<br />
a “relaxed” mode – never crank it in tightly using a jammed<br />
nut.<br />
If everything is right, the stud should be installed finger tight.<br />
Then, when applying torque to the nut, the stud will stretch<br />
only on the vertical axis. Remember, an undercut shorter stud<br />
will have a rate similar to a longer, standard shank stud. This<br />
provides a more even clamping force on the head. Because the<br />
head gasket will compress upon initial torquing, make sure studs<br />
and bolts are re-torqued after the engine has been run.<br />
Hex Nuts<br />
U/C Studs<br />
12-Point Nuts<br />
12-Point Nuts<br />
U/C Studs<br />
AMC<br />
258 cid inline 6 112-4001<br />
290-343-390 cid (1969 & earlier) 7/16” 114-4001 114-4201<br />
304-360-390-401 cid (1970 & later) 1/2” 114-4002 114-4202<br />
401 cid with Indy heads 114-4203<br />
BMC/TRIUMPH<br />
A Series, 9 studs 206-4201<br />
A Series, 11 studs 206-4204<br />
A Series, 11 studs, shaved head 206-4206<br />
B Series 206-4202<br />
1.3L & 1.5L Spitfire 206-4203<br />
2.0L GT6 & 2.5L TR6 206-4205<br />
2.0L SOHC TR7 206-4208<br />
2.1L TR4 206-4207<br />
BMW<br />
2002 Coupe, 318i, 320i 4-cylinder 201-4601<br />
530, 535, 635, 735 201-4602<br />
2.5L (M50), 3.0L (S50US) & 3.2L (S52US) inline 6 <strong>ARP</strong>2000 201-4302<br />
E46 M3/S54 inline 6 <strong>ARP</strong>2000 201-4303<br />
37<br />
the head company studs
the head company studs<br />
38<br />
BMW (CONTINUED)<br />
Application Hex Nuts<br />
Hex Nuts<br />
U/C Studs<br />
12-Point Nuts<br />
1.6L (R53) Mini Cooper 201-4301<br />
BUICK<br />
V6 Stage I (1977-85) 123-4001 123-4201<br />
V6 Grand National and T-Type (1986-87) 123-4003 123-4203<br />
V6 with 1986-87’ block and GN1 Champion heads 223-4204<br />
V6 Stage II 223-4002 223-4202<br />
V6 Stage II with Champion heads 223-4203<br />
215 cid 124-4002 124-4202<br />
215 cid, Rover V8 124-4003<br />
350 cid 124-4001 124-4201<br />
401-425 cid, nail head 124-4004 124-4204<br />
455 cid 125-4001 125-4201<br />
CADILLAC<br />
472-500 cid with 6 & 12 pt nuts for clearance 135-4007<br />
CHEVROLET, SMALL BLOCK<br />
12-Point Nuts<br />
U/C Studs<br />
23° OEM cast iron and aluminum Chevrolet, Gen III Vortec/Truck; LT1 Airflow Research, Brownfield;<br />
Brodix -8,-10,-11, Track I, Dart Sportsman and Dart II, most Edelbrock, Trick Flow & most World<br />
Products iron and aluminum heads<br />
134-4001 234-4401 234-4301 234-4601<br />
18° standard port 234-4107 234-4507 234-4307 234-4707<br />
18° raised port 234-4108 234-4508 234-4308 234-4708<br />
18° with raised intake 3/8˝ #10134363 and 64 234-4321 234-4721<br />
with Bowtie aluminum and cast block, .950, coarse thread 234-4320 234-4720<br />
18° with 3/8˝ holes 234-4322<br />
18° Chevy heads w/ Brodix, Rodeck aluminum block 234-4710<br />
7/16˝-3/8˝ stepped 234-4015 234-4315<br />
Aluminum Block with Brodix -12 & 12x heads 234-4123<br />
Aluminum Bowtie splayed bolt head 234-4213<br />
Brodix -12, and Brodix 18° 234-4103 234-4503 234-4303 234-4703<br />
Brodix -12 rollover (angle mill) 234-4311<br />
Brodix 18° rollover 234-4310<br />
Brodix -18c,-18x with 3/8” step stud 234-4727<br />
Brodix -18c “AP” 234-4728<br />
Brodix canted valve 234-4312<br />
Brodix-Pontiac raised port 234-4106 234-4506 234-4306 234-4706<br />
Brodix-Pontiac standard port 234-4105 234-4505 234-4305 234-4705<br />
Brodix-Rodeck aluminum block w/ -8, 10, 11, 11x, & Track 1 Brodix heads 134-4301<br />
Brodix-Rodeck aluminum block w/ 12x, 12RP/GB2000 heads 134-4302<br />
Brodix-Rodeck aluminum block w/ 23° production style heads 134-4303<br />
Brodix-Rodeck aluminum block w/ Brodix Weld-Tech Jones GB2200 heads 134-4304<br />
Brodix-Rodeck aluminum block w/ BD1010 & BD2000 heads 134-4305<br />
Brodix-Rodeck aluminum block w/ All Pro heads 134-4306<br />
Brodix-Rodeck aluminum block w/ 12/18° WT/Clone Brodix head 3/8 ctr bolt holes 134-4307<br />
Brodix-Rodeck aluminum block w 12/18° Brodix head, 7/16˝ studs 134-4308<br />
Brodix-Rodeck aluminum block w/ Weld-Tech Jones GB2300 heads 134-4309<br />
Brodix-Rodeck aluminum block w/ 16° Brodix heads 234-4726<br />
Brodix-Rodeck aluminum block w/ canted valve Brodix heads 234-4711<br />
Bowtie Block with 14° Pro Action head 234-4725<br />
Bowtie cast iron and aluminum block with Brodix 12 Weld-Tech 234-4723<br />
Carl Folts 15° heads 234-4338<br />
Dart II, Brodix Track I, 23° Pro Action, Iron Eagle II, iron block 234-4109 234-4509 234-4309 234-4709<br />
Dart 13° heads 234-4337<br />
Dart 18° heads 234-4323<br />
Dart 18° heads w/ II Generation steel block 234-4036 234-4336<br />
Dart, Buick 234-4102 234-4502 234-4302 234-4702<br />
Dart w/ Oldsmobile 14° heads 234-4104 234-4504 234-4304 234-4704<br />
Dart Sportsman, .950, coarse thread 134-4002 234-4402 234-4332 234-4602<br />
Pro Action 14° heads 234-4334<br />
Pro Action 14° heads w/ Tall Deck block 234-4335<br />
Pro Action 23° heads 234-4333 234-4433<br />
SBC w/ -12 aluminum block 234-4324<br />
SB2 234-4722<br />
SB2 w/ Brodix, Rodeck aluminum block 134-4310<br />
SB2-2 7/16˝ block w/ 220 ksi 234-4724<br />
SB2-2 3/8˝ block w/ 220 ksi 300-4202<br />
SB2-2 3/8˝ block w/ 260 ksi 300-4201<br />
World - Motown iron block w/ standard SBC heads 134-4201<br />
Red part numbers indicate new items<br />
800-826-3045
CHEVROLET, SMALL BLOCK (CONTINUED)<br />
800-826-3045<br />
Application Hex Nuts<br />
Hex Nuts<br />
U/C Studs<br />
12-Point Nuts<br />
World - Motown aluminum block w/ standard SBC heads 134-4311<br />
CHEVROLET, SMALL BLOCK - LS SERIES<br />
Gen III/LS Series small block (2003 & earlier) 234-4110 234-4316<br />
Gen III/LS Series small block (2004 & later) w/ all same length studs 234-4317<br />
Gen III/LSX small block <strong>ARP</strong> 2000 234-4319<br />
12-Point Nuts<br />
U/C Studs<br />
World - Warhawk aluminum block w/ standard LS heads or Warhawk 15° heads 134-4701<br />
World - 9.240 deck - Warhawk aluminum block w/ Warhawk 12° LS7 heads 134-4702<br />
World - 9.800 deck - Warhawk aluminum block w/ Warhawk 12° LS7 heads 134-4703<br />
CHEVROLET, BIG BLOCK<br />
348-409 cid 135-4002 235-4202<br />
396-402-427-454 Cast iron OEM, Mark IV w/ aluminum factory heads and early Bowtie 135-4001 235-4401 235-4201 235-4601<br />
396-402-427-454 Cast iron OEM, Mark IV w/ Edelbrock Performer RPM or Pro Top Line heads 235-4018 235-4518 235-4318 235-4718<br />
396-402-427-454 Cast iron OEM, Mark IV w/ Edelbrock Victor heads 235-4019 235-4519 235-4319 235-4719<br />
396-402-427-454 Cast iron OEM, Mark IV w/ World Products Merlin heads 235-4016 235-4316 235-4716<br />
427 ZL1 Limited Edition, block #12370850, head #12363390/392/399 235-4321<br />
454-502 cast iron OEM, Mark V or Mark VI w/ Brodix/Canfield heads 235-4114 235-4514 235-4314 235-4714<br />
454-502 cast iron OEM, Mark V or Mark VI crate w/ Dart, AFR or World Products Merlin heads 235-4113 235-4513 235-4313 235-4713<br />
454-502 cast iron OEM, Mark V with Mark V heads or Edelbrock heads 235-4108 235-4508 235-4308 235-4708<br />
8.1L (496 cid) M10 <strong>ARP</strong>2000 235-4203<br />
Bowtie 235-4110 235-4310<br />
Late Bowtie, Dart Merlin, iron and aluminum Dart 360, Edelbrock, Dart Pro 1, AFR, Profiler 24° 235-4103 235-4503 235-4303 235-4703<br />
long exhaust studs, ONLY 8 PIECES (with nuts and washers) 235-4106 235-4306<br />
Brodix, -2, -4, 2x, 3x, Canfield, Holley, Big Duke 235-4102 235-4502 235-4302 235-4702<br />
Brodix, Sonny Leonard 14.5° Pro Stock heads or Brodix PB1200 heads, w/ cast iron block 235-4320<br />
Brodix, Sonny Leonard 14.5° Pro Stock heads or Brodix PB1200 heads, w/ Brodix aluminum block 135-4301<br />
Brodix, fits BB1 OEFI, 2, 2t, 2x, 2extra, 3, 4, 4extra, 5 heads, w/ Brodix aluminum block 135-4302<br />
Brodix, w/ Dart Pro 1 or 360 heads, Pro Top Line, w/ Brodix aluminum block 135-4303<br />
Brodix, w/ Big Duke/Big Chief heads, w/ Brodix aluminum block 135-4304<br />
Brodix, w/ Pontiac Pro Stock heads 235-4107 235-4507 235-4307 235-4707<br />
Dart Big Chief 235-4112 235-4512 235-4312 235-4712<br />
Oldsmobile DRCE 235-4109 235-4509 235-4309 235-4709<br />
Symetrical-spread port Chevy 235-4104 235-4504 235-4304 235-4704<br />
With GM aluminum block, 7/16˝ diameter 135-4005 235-4505 135-4205 235-4705<br />
With GM aluminum block, 1/2˝ diameter 135-4006 235-4506 135-4206 235-4706<br />
World - Merlin aluminum block w/ Merlin Grumpy Jenkins or Dart aluminum heads 135-4207<br />
World - Merlin aluminum block w/ Merlin II/III iron and aluminum heads 135-4208<br />
CHEVROLET, 4 AND 6-CYLINDER<br />
GM 2.2L Ecotec 231-4701<br />
GMC Vega 140 131-4002<br />
Inline 4-cylinder (1962 & later) 131-4001 131-4201<br />
Inline 6-cylinder (1962 & later) 132-4001 132-4201<br />
2.8L 60° V6 M11 233-4003 233-4303<br />
4.3L 90° V6 233-4001 233-4401 233-4301 233-4601<br />
4.3L 90° V6 with 18° raised port 233-4108 233-4508 233-4308 233-4708<br />
4.3L 90° V6 with 18° standard port 233-4107 233-4507 233-4307 233-4707<br />
4.3L 90° V6 with Oldsmobile 14° heads 233-4104 233-4504 233-4304 233-4704<br />
4.3L 90° V6 with Pontiac raised runner 233-4102 233-4502 233-4302 233-4702<br />
CHRYSLER, SMALL BLOCK<br />
273-318-340-360 Wedge 144-4001 144-4201<br />
318-340-360 Wedge with W2 or W-2 Econo heads 144-4002 144-4202<br />
318-340-360 Wedge with W5-W7 heads & 318-360 Magnum with factory or Edelbrock Magnum heads 144-4003 144-4203<br />
318-340-360 Wedge with Edelbrock RPM heads 144-4005<br />
318-340-360 Wedge with B1-BA heads 144-4004 144-4204<br />
5.7L, 6.1L & 6.4L Hemi 244-4300<br />
CHRYSLER, BIG BLOCK<br />
383-400-413-426-440 Wedge with factory heads or Edelbrock RPM heads 145-4006 145-4206<br />
383-400-413-426-440 Wedge with Koffel B1 or Brodix B1-MO/MC heads 145-4007 245-4307<br />
383-400-413-426-440 Wedge with Koffel BTS full or Brodix B1-BS heads 145-4012<br />
383-400-413-426-440 Wedge with Indy 440 heads 145-4011 245-4311<br />
331-354-392 factory Hemi & Edelbrock RPM heads 145-4001 145-4201<br />
426 factory Hemi & 426-472-528 Hemi Crate Motor 7/16˝ 145-4003 245-4203<br />
426 factory Hemi (modified for 1/2˝) 145-4002 245-4202<br />
KB Hemi - inner valley studs 245-4306<br />
KB Hemi (short deck) 1/2˝ 245-4308<br />
KB Hemi (standard deck) 1/2˝ 245-4005 245-4305<br />
Red part numbers indicate new items<br />
39<br />
the head company studs
the head company studs<br />
40<br />
CHRYSLER, BIG BLOCK (CONTINUED)<br />
Application Hex Nuts<br />
Hex Nuts<br />
U/C Studs<br />
12-Point Nuts<br />
KB Hemi (long deck) 1/2˝ 245-4309<br />
12-Point Nuts<br />
U/C Studs<br />
KB Hemi (standard deck) 9/16˝ 245-4310 245-4710<br />
World - Hemi iron & aluminum blocks w/standard Hemi heads or Indy hemi heads 145-4005<br />
World - Hemi iron & aluminum blocks - inner valley studs 245-4312<br />
CHRYSLER, 4 AND 6-CYLINDER<br />
2.2L 4 cylinder (non-turbo only) M11 241-4501 241-4701<br />
170-225 cid Slant Six 142-4001<br />
DIESEL<br />
Chevy GMC 6.2L M12 130-4062<br />
Chevy Duramax 6.6L (2001& later) (LB7/LLY/LBZ/LMN) <strong>ARP</strong>2000 230-4201<br />
Chevy Duramax 6.6L (2001& later) (LB7/LLY/LBZ/LMN) Custom Age 230-4202<br />
Dodge Cummins 5.9L 12V (1989-98) <strong>ARP</strong>2000 247-4203<br />
Dodge Cummins 5.9L 12V (1989-98) Custom Age 247-4205<br />
Dodge Cummins 5.9L & 6.7L 24V (1998 & later) <strong>ARP</strong>2000 247-4202<br />
Dodge Cummins 5.9L & 6.7L 24V (1998 & later) Custom Age 247-4204<br />
Ford 6.9L International 150-4069<br />
Ford 6.0L Powerstroke <strong>ARP</strong>2000 250-4202<br />
Ford 6.4L Powerstroke <strong>ARP</strong>2000 250-4203<br />
Ford 7.3L Powerstroke (1993-03) <strong>ARP</strong>2000 250-4201<br />
Oldsmobile 5.7L , 350 cid 184-4003<br />
VW/Audi 1.6L & 1.9L Turbo & Non-Turbo (1982-02) 204-4706<br />
DODGE<br />
2.0L SOHC Neon, block #4667642, head #4556737 141-4203<br />
2.0L DOHC Neon, block #4667642, head #4667086 141-4202<br />
2.4L DOHC, block #4621443/445, head #4667086 141-4204<br />
3.0L (6G72) DOHC V6 <strong>ARP</strong>2000 207-4205<br />
Viper Gen II & III (1996-06) <strong>ARP</strong>2000 247-4201<br />
FORD, SMALL BLOCK<br />
289-302, 5.0L with factory heads or AFR 185 with 7/16˝ holes 154-4001 254-4401 154-4201 254-4701<br />
289-302, 5.0L with 351 Windsor head, 7/16˝-14 cylinder block thread<br />
M-6049-J302, SVO high port & M-6049-L302, AFR 185 with 1/2” holes<br />
Edelbrock aluminum , GT-40 style with insert “T” washer<br />
154-4005 254-4405 154-4205 254-4705<br />
Boss 302 154-4002 154-4202<br />
351 Windsor with factory heads, M-6049-J302, SVO high port and M-6049-L302 GT-40 style,<br />
Edelbrock aluminum and Iron Dart with 1/2-13 cylinder block threads<br />
154-4003 254-4503 154-4203 254-4703<br />
351 Cleveland, 351-400M 154-4004 154-4204<br />
351 SVO and Fontana aluminum blocks w/’94 or later Yates heads 254-4102 254-4101 254-4302 254-4301<br />
351 SVO high port and improved SVO high port, M-6049-C302, M-6049-C320B 254-4107 254-4307<br />
351 SVO Yates design 254-4109 254-4309<br />
351 SVO Yates 1994 design 254-4110 254-4310<br />
351 “R” block with C3 heads 254-4111 254-4501 254-4311 254-4601<br />
351 “R” block w/6049-N351 heads 254-4112 254-4314<br />
Std. 351 Block w/6049-N351 heads 254-4113 254-4315<br />
351 “R” block with Brodix/Neal heads or Blue Thunder heads 254-4312<br />
World - Manowar iron/aluminum block w/ standard SBF or Manowar 18° heads 154-4301<br />
World - Manowar iron/aluminum block w/ Manowar 10° heads<br />
FORD, BIG BLOCK<br />
154-4302<br />
390-428 FE series with factory heads or Edelbrock heads 155-4001 155-4201<br />
390-428 FE series with Blue Thunder heads 155-4204<br />
427 SOHC 155-4002 155-4202<br />
429-460 cid with factory heads & 429CJ SVO alum #M-6049-A429, also Edelbrock, KAASE 155-4003 155-4203<br />
460 SVO aluminum, M-6049-A460 & M-6049-B460, C460 (must use 12pt. nuts) 255-4304<br />
460 cid with Blue Thunder heads 255-4101 255-4301<br />
460 cid with Trick Flow “Pro Stock” heads<br />
FORD, 4 AND 6-CYLINDER<br />
255-4305<br />
1600cc, Escort M10 151-4203<br />
2.0L (YB) DOHC Cosworth Sierra/Escort M12 251-4701<br />
2.0L Zetec 251-4702<br />
2000cc Pinto 151-4201<br />
2300cc Pinto 151-4202 151-4702<br />
2.3L Duratec (2003 & later) 151-4204<br />
2.5L Duratec V6 253-4701<br />
3.8L V6 Super Coupe T-bird 153-4001 153-4203<br />
4.5L SVO inline valve V6, head #M6049-H380 253-4102 253-4302<br />
240-300 cid inline 6 152-4001 152-4201<br />
Red part numbers indicate new items<br />
800-826-3045
FORD, MODULAR<br />
800-826-3045<br />
Application Hex Nuts<br />
Hex Nuts<br />
U/C Studs<br />
12-Point Nuts<br />
4.6L & 5.4L 2V/4V 156-4101 156-4301<br />
4.6L & 5.4L 2V/4V <strong>ARP</strong>2000 256-4001 256-4201<br />
4.6L & 5.4L 3V <strong>ARP</strong>2000 256-4002 256-4202<br />
GENERAL MOTORS<br />
12-Point Nuts<br />
U/C Studs<br />
2.2L Ecotec 231-4701<br />
HOLDEN<br />
Commodore V6 7/16˝ 205-4002<br />
308 cid 205-4001 205-4601<br />
308 cid 7/16˝ 205-4602<br />
308 cid 1/2˝ 234-4201<br />
HONDA/ACURA<br />
Acura B18A1, M11 208-4302<br />
Acura VTEC B18C1, M11, GSR 208-4303<br />
B16A 208-4601<br />
B20B, w/B16A head 208-4306<br />
Civic D16Y 208-4305<br />
F20 S2000 208-4702<br />
Honda D16Z - Only, M10 208-4301<br />
Honda H22A4, VTEC 208-4304<br />
H23A 208-4307<br />
K20A (A2 & A3) 208-4701<br />
MAZDA<br />
1.6L (B6) & 1.8L (BP) DOHC Miata 218-4701<br />
2.0L FS-DE (1998-02) 218-4703<br />
2.3L DOHC 16V (2003 & later) 218-4702<br />
2.5L (KL) Series V6 <strong>ARP</strong>2000 218-4704<br />
MITSUBISHI<br />
2.0L (4B11) DOHC (2008 & later) <strong>ARP</strong>2000 207-4206<br />
2.0L (4B11) DOHC (2008 & later) Custom Age 207-4207<br />
2.0L (4G63) DOHC (1993 & earlier) M12 207-4201 207-4701<br />
2.0L (4G63) DOHC (1994-07) M11 207-4203 207-4702<br />
2.6L (G54B) 207-4202<br />
3.0L (6G72) DOHC V6 <strong>ARP</strong>2000 207-4205<br />
NISSAN/DATSUN<br />
A-12 engines 202-4202<br />
A-14 engines 202-4203<br />
L20 series, 4-cylinder 202-4201<br />
L24, L26, L28 series, 6-cylinder 202-4206<br />
1.6L (CA16DE/DET) & 1.8L (CA18DE/DET) 202-4702<br />
2.0L (SR20DE) DOHC (1991-01) M11 102-4701<br />
2.0L (SR20DET/RN14) DOHC Turbo (1991-94) M12 202-4303<br />
2.0L (RB20DE/DET) & 2.5L (RB25DE/DET) inline 6 202-4301<br />
2.4L (KA24DE) 202-4304<br />
2.6L (RB26DETT) GT-R inline 6 <strong>ARP</strong>2000 202-4207<br />
3.0L (VQ30) & 3.5L (VQ35) DOHC V6 202-4701<br />
OLDSMOBILE<br />
2.3L Quad 4 281-4301<br />
215 cid, aluminum heads 184-4002 184-4202<br />
403 cid 184-4004 184-4204<br />
Batton 184-4005 184-4205<br />
455 cid with factory heads or Edelbrock heads 7/16˝ 185-4001 185-4201<br />
PONTIAC<br />
Iron Duke 4 cylinder 1/2” 191-4001 191-4201<br />
Super Duty 4 cylinder with “Iron Duke” head 290-4101 290-4301<br />
3800 supercharged V6 (L67 Regal, SC Monte Carlo, Impala) (1999 & later) 193-4001 193-4002<br />
Ram Air 2 & 455 190-4201<br />
Ram Air 5 190-4005 190-4205<br />
350-400-428-455 cid with D port heads (1967 & later) 190-4002 190-4202<br />
400 Ram Air 2 and 4, 455 HO and 455 Super Duty with Round port heads (1968-74) 190-4003 190-4203<br />
400-455 cid with Edelbrock heads (mfg. before 3/15/02) 190-4304<br />
400-455 cid with Edelbrock heads (mfg. after 3/15/02) 190-4305<br />
PORSCHE<br />
2.0L-3.8L air cooled engines - 911 & 930 Turbo - premium austenitic studs, Dilivar replacement 204-4206<br />
3.4L Non-Turbo water cooled engine - 911 (996) Non-turbo 204-4707<br />
Red part numbers indicate new items<br />
41<br />
the head company studs
the head company studs<br />
42<br />
Application Hex Nuts<br />
Hex Nuts<br />
U/C Studs<br />
12-Point Nuts<br />
12-Point Nuts<br />
U/C Studs<br />
PORSCHE (CONTINUED)<br />
3.6L Turbo water cooled engine - 911 (996) Turbo 204-4210<br />
2.5L SOHC/DOHC water cooled engines - 944<br />
RENAULT<br />
204-4211<br />
2.0L (F4R)<br />
ROVER<br />
216-4301<br />
K Series<br />
SATURN<br />
206-4209<br />
1.9L DOHC (1991-99) 165-4202<br />
1.9L SOHC (1999-02)<br />
SUBARU<br />
165-4201<br />
EJ Series DOHC <strong>ARP</strong>2000 260-4701<br />
EJ Series DOHC Custom Age 260-4704<br />
EJ Series SOHC <strong>ARP</strong>2000<br />
SUZUKI<br />
260-4702<br />
GSX 1300R Hayabusa with cylinder spacer (1999-05) <strong>ARP</strong>2000<br />
TOYOTA<br />
271-4701<br />
1.6L (4AGE) DOHC 203-4203<br />
1.6L (2TC) & 1.8L (3TC) 203-4206<br />
1.8L (1ZZFE) DOHC <strong>ARP</strong>2000 203-4703<br />
2.0L (3SGTE) DOHC 203-4204<br />
2.4L (22R) 203-4201<br />
3.0L (7MGE/GTE) inline 6 (1981-92) Supra 203-4202 203-4701<br />
3.0L (2JZGE/GTE) inline 6 (1993-98) Supra<br />
VAUXHALL/OPEL<br />
203-4205 203-4702<br />
2.0L 16V 209-4301 209-4701<br />
2.5L V6 Opel<br />
VOLKSWAGEN/AUDI<br />
209-4302 209-4702<br />
Audi 5 cylinder, 10 valve 204-4205 204-4703<br />
Audi 5 cylinder, 20 valve 204-4207 204-4704<br />
1.6L & 1.9L Turbo & Non-Turbo Diesel (1982-02) 204-4706<br />
1.8L & 2.0L 8V Golf/Jetta & 1.6L Super Vee 204-4203 204-4701<br />
1.8L & 2.0L 16V Golf/Jetta 204-4204 204-4702<br />
1.8L DOHC 20V Turbo M10/<strong>ARP</strong>2000 (without installation tool) 204-4103<br />
1.8L DOHC 20V Turbo M10/<strong>ARP</strong>2000 (with installation tool) 204-4104<br />
1.8L DOHC 20V Turbo M11/<strong>ARP</strong>2000 (without installation tool) (early AEB) 204-4101<br />
1.8L DOHC 20V Turbo M11/<strong>ARP</strong>2000 (with installation tool) (early AEB) 204-4102<br />
2.8L & 2.9L (VR6) 12 valve 204-4705<br />
Red part numbers indicate new items<br />
TECH TIPS: HEAD STUD INSTALLATIONS<br />
1. Clean and chase all bolt threads in block to<br />
ensure proper thread engagement and accurate<br />
torque readings.<br />
4. Install gasket and head, then lubricate the stud<br />
threads, the washers and nuts with <strong>ARP</strong> Ultra-<br />
Torque fastener assembly lubricant prior to their<br />
installation.<br />
2. All hardware should be cleaned and inspected for<br />
possible shipping damage prior to installation.<br />
5. Following the engine manufacturer’s torque<br />
sequence, tighten the nuts to the recommended<br />
torque value found on the instruction sheet provided<br />
with each kit.<br />
3. Since most studs extend into the water jacket,<br />
coat threads with <strong>ARP</strong> thread sealer and screw in<br />
hand tight ONLY.<br />
NOTE: To ensure positive sealing of<br />
“wet” head studs, a hardening or semi-hardening<br />
sealant, such as Loc-Tite or Permatex,<br />
etc. should be used. Some engine builders<br />
employ a sealer in the coolant, such as<br />
Aluma-Seal, Silver Seal or K&W sealer, etc.<br />
You may also use high temperature RTV<br />
silicone. Whatever product is used, it is<br />
imperative that the cylinder head is installed<br />
and torqued to proper levels BEFORE THE<br />
SEALANT HAS CURED!<br />
800-826-3045
CYLINDER HEAD BOLTS<br />
HIGH PERFORMANCE SERIES<br />
High Performance head bolts are available with a reduced wrenching hex<br />
or 12-point and wide area flanged head that eliminates the need for valve<br />
train removal to facilitate cylinder head retorquing. All High Performance<br />
Series bolts are 180,000 psi (which is 15% stronger than Grade 8) and kits come<br />
complete with hardened parallel-ground washers.<br />
PROFESSIONAL SERIES<br />
All Pro Series bolts are cold-forged to ensure molecular integrity, heat-treated prior to<br />
thread rolling and machining, and are rated nominally at 200,000 psi. <strong>ARP</strong> Pro Series<br />
head bolt kits are application specific – designed for use with typically competition only<br />
components. These fasteners deliver superior strength and meet the <strong>ARP</strong> “ZERO defect –<br />
ZERO failure” quality standard. Hardened and parallel-ground washers are included with<br />
each kit to ensure even load distribution and accurate torque readings. All Pro Series head<br />
bolts have a reduced wrenching hex or 12-point head and wide area flange to eliminate the<br />
need for valve train removal for cylinder head retorquing and permits the use of larger diameter<br />
valve springs. Most applications have undercut short bolts that can help eliminate head<br />
gasket failures through providing more “stretch” to compensate for the additional compression<br />
of gaskets.<br />
Refer to Main & Head Bolt Instructions on page 47.<br />
800-826-3045<br />
Application<br />
All kits come complete with<br />
hardened parallel-ground washers.<br />
High Performance Pro Series Stainless<br />
Hex 12-Point 12-Point<br />
12-Pt.<br />
U/C<br />
Hex 12-Point<br />
AMC<br />
258 cid inline 6 with 1/2˝ bolts 112-3601<br />
290-343-390 cid (1969 and earlier) 7/16˝ 114-3601<br />
290-343-390 cid (1969 and earlier) with Edelbrock heads 7/16˝ 114-3605<br />
304-360-390-401 cid (1970 & later) 1/2˝ 114-3602<br />
304-360-390-401 cid (1970 & later) with Edelbrock heads 1/2˝ 114-3604<br />
401 cid with Indy heads<br />
BMW<br />
114-3603<br />
1.6L (R53) Mini Cooper<br />
BUICK<br />
206-3601<br />
V6 Stage I (1977-85) 123-3601 123-3701 223-3701 423-3601 423-3701<br />
V6 Grand National and T-Type (1986-87) 123-3603 123-3703 223-3703<br />
V6 with 1986-87’ block and GN1 Champion heads 223-3705<br />
V6 Stage II 223-3700<br />
V6 Stage II with Champion heads 223-3704<br />
V6 with Duttweiler and M&A aluminum heads 123-3602<br />
455 cid<br />
CHEVROLET, SMALL BLOCK<br />
125-3601<br />
23° Cast iron OEM, Gen III Vortec/Truck, most Edelbrock, LT-AFR, Brodix-8,-10,-11,-11xb,<br />
LT-1, Dart Pro-1, Trick Flow heads & most World Products heads<br />
23° Cast iron OEM, Gen III Vortec/Truck, most Edelbrock, LT-AFR, Brodix-8,-10,-11,-11xb,<br />
134-3601 134-3701 234-3701 434-3601 434-3701<br />
LT-1, Dart Pro-1, Trick Flow heads & most World Products heads<br />
(black oxide inner rows, stainless steel outer row)<br />
134-3603 134-3703<br />
23° Pro Action head 134-3604<br />
12-Rollover Brodix, 18° Brodix 134-3602 134-3702 234-3702<br />
18° standard port 134-3607 234-3707 234-3723<br />
18° hi-port 134-3608 234-3708 234-3720<br />
18° hi-port with 3/8˝ holes, casting #10134363 and 64 234-3721 234-3722<br />
Bowtie with Brodix 12 - Weld-Tech, Dart II, WP Sportsman II, Brodix Track I 234-3703<br />
Dart-Buick 234-3709<br />
Oldsmobile 14° 234-3705<br />
Pontiac Brodix aluminum heads, raised intake, -10xz RI 234-3704<br />
Gen III/LS Series small block (2003 & earlier) hex 134-3609<br />
Gen III/LS Series small block (2004 & later) w/ all same length hex bolts<br />
CHEVROLET, BIG BLOCK<br />
134-3610<br />
348, 409, Cast iron OEM 135-3602<br />
396-402-427-454 Cast iron OEM 135-3601 135-3701 235-3701 435-3601 435-3701<br />
396-402-427-454 Cast iron OEM (black oxide inner rows, stainless steel outer rows) 135-3604 135-3704<br />
Mark IV with Late Bowtie aluminum, Iron Dart, Pro-1, Pro Top Line & World Products iron heads 135-3603 135-3703 235-3703<br />
Mark IV block with Brodix-2, -4, Canfield aluminum & World Products aluminum heads 135-3606 135-3702 235-3702<br />
Mark IV block with Edelbrock heads 60409, 60429, 60459, 60479, 60499, 60559 135-3610 135-3710<br />
Mark IV or Mark V block with Brodix aluminum heads 135-3609 135-3709 235-3709<br />
Mark IV or Mark V block with Edelbrock heads 77609, 77659, 7760, 7765 135-3611 135-3711 235-3711<br />
Mark IV or Mark V block with AFR Casting # 315/335/357 135-3712<br />
43<br />
the head company bolts
the head company bolts<br />
44<br />
Application<br />
High Performance Pro Series Stainless<br />
Hex 12-Point 12-Point<br />
12-Pt.<br />
U/C<br />
Hex 12-Point<br />
CHEVROLET, BIG BLOCK (CONTINUED)<br />
Mark V with 502 heads 135-3706 235-3706<br />
Mark V or Mark VI block with late Bowtie, Dart aluminum, AFR & World Products heads 135-3607 135-3707 235-3707<br />
Dart aluminum head exhaust bolts only, (8 pieces) 135-3605 135-3705 235-3708<br />
Pontiac Pro Stock aluminum head, Brodix 235-3704<br />
Pontiac Pro Stock aluminum head, Dart Big Chief 235-3705<br />
CHEVROLET, 6-CYLINDER<br />
90° V6 233-3701<br />
90° V6 with 18° standard port 133-3607 233-3707<br />
90° V6 with 18° hi-port 233-3708<br />
90° V6 hi-port 3/8˝ holes 233-3721<br />
CHRYSLER, SMALL BLOCK<br />
273-318-340-360 Wedge 144-3602<br />
318-340-360 Wedge with W-2, W-2 Econo heads or Edelbrock RPM heads 144-3601<br />
318-340-360 Wedge with W-5, W-7 heads 144-3604<br />
318-340-360 Wedge with RHS Pro Action 360 X heads 144-3606<br />
318-360 Magnum with factory heads or Edelbrock Magnum heads 144-3605<br />
5.7L, 6.1L & 6.4L Hemi 147-3901<br />
CHRYSLER, BIG BLOCK<br />
383-400-413-426-440 Wedge with factory heads or Edelbrock RPM heads 60919/929/149/189 145-3606 145-3706 245-3706 445-3606 445-3706<br />
383-400-413-426-440 Wedge with Edelbrock Victor heads 77919, 77929 145-3609<br />
383-400-413-426-440 Wedge with Indy 440 heads 145-3607<br />
426 factory Hemi & Mopar 426-472-528 Hemi Crate Motor 7/16” 145-3901<br />
CHRYSLER, 4-CYLINDER<br />
2.2L & 2.5L M11 241-3701<br />
FORD, SMALL BLOCK<br />
289-302 with factory heads or Edelbrock heads 60259, 60379 154-3601 154-3701 454-3601 454-3701<br />
302 Boss 154-3602 154-3702 254-3702 454-3602 454-3702<br />
302 with 351 Windsor heads 1/2˝-7/16˝ insert washer with 7/16˝ bolts 154-3605 154-3705 454-3605 454-3705<br />
302 with 351 Windsor heads 1/2˝-7/16˝ stepped bolt 254-3708<br />
351 Cleveland & 351-400M 154-3604 254-3704<br />
351 Cleveland SVO, iron block 254-3701<br />
351 Windsor with factory heads or Edelbrock heads 60259, 60379 154-3603<br />
351 Windsor with World Products Windsor JR/SR or Manowar 18° heads 154-3607<br />
351 SVO, Yates design 254-3709<br />
351 SVO, Yates 1994 design 254-3710<br />
351R block with C3/C3L heads 254-3711<br />
FORD, BIG BLOCK<br />
390-428 FE series with factory heads or Edelbrock heads 60069, 60079 155-3601<br />
390-428 FE series with Blue Thunder heads 155-3604<br />
427 SOHC 155-3602<br />
429-460 cid 255-3701<br />
429-460 cid with Edelbrock heads 60669, 60079, 61669, 61649 155-3603<br />
FORD, 6-CYLINDER<br />
4.5L SVO inline valve V6 253-3702<br />
HARLEY DAVIDSON MOTORCYCLE<br />
’48-’84 All pan heads & shovel heads 460-3601<br />
’57-early ’73 XL’s 460-3602<br />
HOLDEN<br />
308 cid 205-3601 205-3701<br />
MITSUBISHI<br />
2.0L (4G63) DOHC (1994 & later) M11 207-3900<br />
OLDSMOBILE<br />
350-455 cid with factory heads or Edelbrock heads 60519, 60529 (1976 & earlier) 7/16” 180-3600 180-3700 280-3700 480-3600 480-3700<br />
307-350-403-455 cid (1977 & later) 1/2” 180-3601<br />
PONTIAC<br />
326-347-370-389-421 cid with D port heads (1964 and earlier) 190-3608<br />
326-389-421 cid with D port heads (1965-66 only) 190-3602<br />
350-400-428-455 cid with D port heads (1967 & later) 190-3607<br />
400 Ram Air II/IV & 455 HO, Ram Air II, Super Duty with Round port heads (1968-74) 190-3601<br />
400-455 cid with Edelbrock heads 60579, 60599 (mfg. before 3/15/02) 190-3604<br />
400-455 cid with Edelbrock heads 60579, 60599 (mfg. after 3/15/02) 190-3605<br />
TOYOTA<br />
1.3L (4EFE/FTE) & 1.5L (5EFE/FHE) DOHC <strong>ARP</strong>2000 203-3801<br />
3.0L (7MGE/GTE) inline 6 (1981-92) Supra 203-3902<br />
VOLKSWAGEN/AUDI<br />
1.8L DOHC 20V Turbo M10/<strong>ARP</strong>2000 (without installation tool) 204-3901<br />
1.8L DOHC 20V Turbo M10/<strong>ARP</strong>2000 (with installation tool) 204-3902<br />
Red part numbers indicate new items<br />
800-826-3045
MAIN STUD KITS<br />
STUDS vs. BOLTS<br />
<strong>ARP</strong> recommends the use of main<br />
studs over bolts whenever possible for<br />
several key reasons. First is the ability<br />
to obtain more accurate torque readings<br />
because studs don’t “twist” into<br />
the block. All clamping forces are on<br />
one axis. By the same token, there is<br />
less force exerted on the block threads,<br />
which contributes to improved block<br />
life (very critical on aluminum blocks).<br />
Finally, there are factors of easier engine<br />
assembly and proper alignment of caps<br />
every time.<br />
There are a number of important considerations<br />
when installing <strong>ARP</strong> main studs. First and foremost<br />
is making sure the block and studs are as<br />
clean as possible. Foreign matter and debris can<br />
easily affect the quality of thread engagement<br />
and cause erroneous torque readings. Do not<br />
re-cut threads in the block – use the special<br />
“chaser” taps as listed on page 95 of this catalog.<br />
This will preserve the integrity of the threads<br />
and provide better engagement. Calibrate your<br />
torque wrench – even new wrenches have been<br />
known to be off by as much as 10 foot pounds!<br />
Use consistent tightening techniques.<br />
3. Screw studs into block, finger tight ONLY.<br />
For permanent installation, apply Loc-tite (or<br />
similar adhesive) sparingly to threads. Be sure<br />
and install the caps promptly before the cement<br />
sets to prevent misalignment of studs in block.<br />
800-826-3045<br />
There are many important reasons to use <strong>ARP</strong> main stud kits, including the<br />
elimination of main cap walk and fretting, as well as protecting the threads in your<br />
engine block. All kits come complete with hardened parallel-ground washers and<br />
high quality nuts. Some applications have provisions for mounting windage trays<br />
and have specially designed standoff studs with serrated lock nuts to position the<br />
windage tray and lock it securely in place. The studs are manufactured from 8740<br />
chrome moly steel, heat-treated in-house to 200,000 psi tensile strength, and precision<br />
J-form threads rolled after heat-treat to create a fastener that has threads 1000%<br />
stronger than others.<br />
TECH TIPS: MAIN STUD INSTALLATION<br />
Application<br />
1. Clean and chase appropriate threads in block<br />
to ensure proper thread engagement and accurate<br />
torque readings.<br />
4. Install main caps, checking for binding<br />
and misalignment. Lubricate threads, nuts and<br />
washers with <strong>ARP</strong> Ultra-Torque fastener assembly<br />
lubricant before installation. Have the block<br />
align honed.<br />
2-Bolt<br />
Main<br />
4-Bolt<br />
Main<br />
AUDI<br />
5-cylinder 204-5404<br />
BMC/TRIUMPH<br />
A Series 206-5401<br />
B Series (3 cap main) 206-5402<br />
B Series (5 cap main) 206-5403<br />
2.0L SOHC TR7 206-5404<br />
Austin Healey 6-cylinder 206-5405<br />
BMW<br />
M10 & S14 4-cylinder 201-5001<br />
M50, M52, S50US & S52US inline 6 201-5000<br />
S54 inline 6 201-5002<br />
BUICK<br />
V6 Stage I & II 123-5401<br />
V6 Stage II without windage tray 222-5602<br />
V6 Stage II with splayed cap bolts 322-5802<br />
215 cid aluminum V8 124-5401<br />
Application<br />
2. All hardware (and caps) should be cleaned<br />
and inspected prior to installation, looking for<br />
any shipping damage or defects.<br />
5. Following the engine manufacturer’s torque<br />
sequence, tighten the nuts to the recommended<br />
torque value found on the instruction sheet<br />
provided with each kit. NOTE: If using Loc-<br />
Tite or similar cement, proper preload must be<br />
achieved prior to it setting up.<br />
2-Bolt<br />
Main<br />
4-Bolt<br />
Main<br />
BUICK (CONTINUED)<br />
350 cid 124-5402<br />
401 cid (nail head) 124-5404<br />
400-430-455 cid (hex) 125-5401<br />
400-430-455 cid (12 pt nuts) 125-5402<br />
CADILLAC<br />
472-500 cid 135-5507<br />
CHEVY, SMALL BLOCK<br />
400 cid with windage tray 234-5606<br />
400 cid with windage tray & 3.0˝ outer studs 234-5607<br />
400 cid with splayed cap bolts & windage tray 234-5605<br />
Large journal (hex) 134-5401 134-5601<br />
Large journal (12 pt nuts) 134-5403<br />
Large journal with windage tray (except LT-1 & LT-4) 234-5501 234-5601<br />
Large journal with straps (F & R caps) 234-5503 234-5603<br />
Large journal with splayed cap bolts 234-5602<br />
Large journal with straps & splayed cap bolts 234-5604<br />
45<br />
the main company studs
the main company studs<br />
46<br />
Application<br />
2-Bolt<br />
Main<br />
4-Bolt<br />
Main<br />
CHEVY, SMALL BLOCK (CONTINUED)<br />
LT-1 with factory windage tray (1992-97) 134-5502<br />
Small journal 134-5402<br />
Small journal with windage tray 134-5501<br />
SB2 (including 4-bolt F & R caps) w/o windage tray 134-5602<br />
SBC Rocket block 184-5403<br />
Dart Little M with splayed cap bolts 234-5801<br />
Dart Little M with splayed cap outer studs 134-5801<br />
Dart Little M w/ iron main caps & splayed cap bolts 234-5609<br />
World - Motown iron block w/ outer bolts (for #2, 3 & 4) 134-5603<br />
World - Motown alum block w/ outer bolts (for #2, 3 & 4)<br />
CHEVY, SMALL BLOCK - LS SERIES<br />
134-5604<br />
Gen III/LS Series small block & GMPP LSX block 234-5608<br />
World Prod. - Warhawk LS alum block<br />
CHEVY, BIG BLOCK<br />
134-5802<br />
396-402-427-454 cid 135-5402 135-5601<br />
396-402-427-454 cid with windage tray 235-5502 235-5701<br />
Mark IV Aluminum block 135-5603<br />
Mark IV Bowtie with windage tray 235-5702<br />
Mark V & VI 502 135-5606<br />
Mark V & VI 502 with windage tray 235-5606<br />
Mark V & VI Bowtie block w/ splayed cap outer studs 235-5602<br />
Dart Big M with splayed cap bolts 235-5601<br />
Dart Big M with splayed cap outer studs 235-5603<br />
World - Merlin II & III blocks w/ outer bolts (for #2, 3 & 4) 135-5801<br />
World - Merlin X alum block w/ outer bolts (for #2, 3 & 4)<br />
CHEVY, 6-CYLINDER<br />
135-5607<br />
235-261 cid inline 6 (1954-62) 132-5402<br />
194-230-250-292 cid inline 6 (1963 & later) 132-5401<br />
90° V6 233-5602<br />
90° V6 with windage tray 233-5702<br />
90° V6 with splayed cap bolts<br />
CHRYSLER<br />
233-5601<br />
2.0L SOHC/DOHC 4-cyl Neon (block # 4667642) 141-5801<br />
2.2L & 2.5L 4-cylinder M11 141-5401<br />
170-198-225 cid Slant Six 142-5401<br />
318-440 Wedge (hex) 140-5401<br />
318-440 Wedge (12 pt nuts) 140-5402<br />
318-340-360 Wedge with windage tray 240-5501<br />
5.7L, 6.1L & 6.4L Hemi with cross bolts 244-5400<br />
354-392 Hemi 145-5404<br />
426 factory Hemi 145-5601 145-5602<br />
KB 426 Hemi 245-5602<br />
World - Hemi/ RB Wedge block<br />
DIESEL<br />
145-5603<br />
Chevy Duramax 6.6L (LB7/LLY) (2005 & earlier) 230-5401<br />
Chevy Duramax 6.6L (LBZ/LMM) (2006 & later) 230-5402<br />
Dodge/Cummins 5.9L 12V (1997 & earlier) 247-5402<br />
Dodge/Cummins 5.9L 12V & 24V (1998 & later) 247-5401<br />
Ford 7.3L Powerstroke (1993-03) 250-5801<br />
Oldsmobile 5.7L, 350 cid<br />
FORD, SMALL BLOCK<br />
184-5402<br />
289-302 cid 154-5401<br />
289-302 cid with windage tray 254-5501<br />
289-302 cid with girdle (10 studs 1/2˝ longer) 154-5408<br />
289-302 cid with girdle (7 studs 1/2˝ longer) 154-5410<br />
302 cid with dual or rear sump oil pan* 154-5407<br />
302 SVO 154-5605<br />
302 “R” block (1/2˝ dia. studs) 254-5601<br />
302 Iron Eagle 154-5608<br />
Boss 302 with windage tray 154-5602<br />
351 Cleveland 154-5404 154-5604<br />
351 Windsor 154-5403 154-5606<br />
351 Windsor with windage tray 154-5503<br />
351 Windsor with dual or rear sump oil pan* 154-5409<br />
351 SVO with outer studs (for mains No# 2,3,4) 154-5603<br />
351 SVO with outer bolts (for mains No# 1,2,3,4,5) 354-5604<br />
351 “R” block 354-5605<br />
351 Iron Eagle 154-5607<br />
Ford Australian 7/16˝ 154-5405<br />
Ford Australian 1/2˝ 154-5406<br />
World - Manowar iron & alum blocks w/ outer bolts<br />
FORD, BIG BLOCK<br />
154-5609<br />
390-428 cid FE series (hex)<br />
* includes stud to mount oil pickup tube<br />
155-5401<br />
Application<br />
2-Bolt<br />
Main<br />
4-Bolt<br />
Main<br />
FORD, BIG BLOCK (CONTINUED)<br />
390-428 cid FE series (12 pt nuts) 155-5421<br />
429-460 cid 155-5402 155-5501<br />
429-460 cid with Ford Motorsports windage tray 255-5502 255-5702<br />
FORD, MODULAR (side bolts sold separately)<br />
4.6L & 5.4L 2V/3V/4V (without windage tray) 156-5401 156-5802<br />
4.6L & 5.4L 3V with windage tray 156-5901<br />
4.6L 4V with windage tray 256-5701<br />
4.6L supercharged Cobra w/ windage tray (2003-04) 156-5403<br />
Side bolts - Early aluminum block M8 156-5001<br />
Side bolts - Early cast iron block M8 156-5201<br />
Side bolts - Late aluminum block M9 156-5002<br />
Side bolts - Late cast iron block M9 (except Boss) 156-5202<br />
FORD, 4 AND 6-CYLINDER<br />
1600cc Escort 151-5403<br />
2.0L Zetec (1997 and earlier) 151-5406<br />
2.0L Zetec (1998 and later) 151-5404<br />
2.3L Duratec (2003 & later) 151-5405<br />
2000cc Pinto 151-5401<br />
2300cc Pinto 151-5402<br />
240-300 cid inline 6 152-5401<br />
4.5L SVO inline valve V6 253-5401<br />
HOLDEN<br />
308 cid 205-5401<br />
HONDA/ACURA<br />
CBR 1000RR motorcycle 208-5405<br />
1.6L (B16A)(12 pt nuts) 208-5402<br />
1.8L (B18C1) Acura 208-5403<br />
1.8L (B18A1/B1) Acura 208-5404<br />
2.2L (H22A) & 2.3L (H23A) (12 pt nuts) 208-5401<br />
MAZDA<br />
1.6L (B6) & 1.8L (BP) DOHC Miata (12 pt nuts) 218-5401<br />
2.3L DOHC 16V (2003 & later) 218-5402<br />
MITSUBISHI<br />
2.0L (4B11) DOHC (2008 & later) 207-5403<br />
2.0L (4G63) DOHC (2007 & earlier) 207-5401<br />
2.6L (G54B) 207-5402<br />
3.0L (6G72) V6 (1993 & later) 207-5801<br />
NISSAN/DATSUN<br />
L20 Series 4-cylinder 202-5401<br />
L24, L26 & L28 Series 6-cylinder 202-5406<br />
2.0L (SR20DE/DET) 202-5402<br />
3.5L (VQ35) DOHC V6 202-5801<br />
OLDSMOBILE<br />
2.4L Quad 4 281-5401<br />
350-403 cid 184-5401<br />
455 cid 185-5401<br />
DRCE-iron block 285-5801<br />
PONTIAC<br />
Super Duty 4 cylinder - cast block 291-5801<br />
Super Duty 4 cylinder - mag block 291-5802<br />
3800 V6 supercharged (1999 & later) (hex) 193-5401<br />
3800 V6 supercharged (1999 & later) (12 pt nuts) 193-5402<br />
400-455 cid 194-5401 194-5601<br />
RENAULT<br />
2.0L (F4R) 216-5401<br />
SATURN<br />
1.9L DOHC (1991-99) 165-5402<br />
1.9L SOHC (1999-02) 165-5401<br />
SUZUKI<br />
GSX 1300R Hayabusa 271-5401<br />
TOYOTA<br />
1.6L (4AGE) & 2.0L (3SFE) DOHC 203-5403<br />
2.0L (3SGTE) DOHC 203-5404<br />
2.4L (22R) 203-5406<br />
3.0L (7MGTE) Supra (1986-92) w/ bolts for #3 cap 203-5402<br />
3.0L (2JZGE/GTE) Supra (1993-98) 203-5405<br />
VAUXHALL/OPEL<br />
2.0L 16 valve 209-5401<br />
2.5L V6 209-5402<br />
VOLKSWAGEN<br />
1.6L & 2.0L Rabbit, Golf & Jetta 204-5402<br />
2.8L & 2.9L VR6 204-5403<br />
Red part numbers indicate new items<br />
800-826-3045
MAIN BOLTS<br />
Far superior to any other main bolt kit offered for use in competition engines, <strong>ARP</strong> main bolts are<br />
designed to meet the exacting standards and demands of professional engine builders. Forged from 8740<br />
chrome moly, all bolts feature generous under-head radius and rolled threads for the utmost reliability.<br />
The threads are rolled after heat-treating, which makes them about 1000% longer fatigue<br />
life than most main bolts, which are threaded prior to heat-treating. Available in the<br />
popular High Performance Series, which, at a nominal rating of 180,000 psi, is a premium<br />
replacement for OEM fasteners, or the 200,000 psi nominal rated Pro Series,<br />
application-specific main bolts with reduced wrenching head and are designed for use in<br />
competition applications. Parallel-ground, hardened washers are included with each kit.<br />
800-826-3045<br />
Application High Perf. Pro Series<br />
BUICK<br />
V6 Stage I (4-bolt main) 123-5201<br />
V6 Stage II 123-5202<br />
455 cid (2-bolt main) 125-5201<br />
CHEVROLET, SMALL BLOCK<br />
Large journal (2-bolt main) 134-5001<br />
Large journal (4-bolt main) 134-5202<br />
Large journal (4-bolt main -12 pt) 234-5201<br />
Large journal (4-bolt w/ 1/2˝ straps on F&R caps) 234-5203<br />
Small journal (2-bolt main) 134-5002<br />
World - Motown iron block (4-bolt main) 134-5203<br />
CHEVROLET, BIG BLOCK<br />
396-402-427-454 cid (2-bolt main) 135-5002<br />
396-402-427-454-502 cid (4-bolt main) 135-5201<br />
World - Melin II & III iron blocks (4-bolt main) 135-5202<br />
CHEVROLET, 6-CYLINDER<br />
90° V6 (4-bolt main) 233-5201<br />
90° V6 (4-bolt main with 1/2˝ straps on F&R caps) 233-5203<br />
CHRYSLER<br />
318-440 Wedge (2-bolt main) 140-5001<br />
426 Hemi (2-bolt main with cross bolts) 145-5201<br />
FORD, SMALL BLOCK<br />
289-302 cid (2-bolt main) 154-5001<br />
289-302 cid (4-bolt main) 154-5201<br />
351 Windsor (2-bolt main) 154-5003<br />
351 Windsor (4-bolt main) 154-5203<br />
351 Cleveland & 351-400M (2-bolt main) 154-5004<br />
Application High Perf. Pro Series<br />
FORD, SMALL BLOCK (CONTINUED)<br />
351 Cleveland (4-bolt main) 154-5204<br />
SVO 351 cid (4-bolt main w/ 3/8˝ outer bolts) 254-5202<br />
SVO 351 cid (4-bolt main w/ 7/16˝ outer bolts)<br />
FORD, BIG BLOCK<br />
254-5203<br />
390-428 cid FE Series 155-5201<br />
429-460 cid<br />
FORD, 6-CYLINDER<br />
155-5202<br />
4.5L SVO inline valve V6<br />
HOLDEN<br />
253-5201<br />
308 cid<br />
MGB<br />
205-5001<br />
2 cap main 206-5001<br />
5 cap main<br />
MITSUBISHI<br />
206-5002<br />
2.0L (4B11) DOHC (2008 and later) <strong>ARP</strong>2000<br />
OLDSMOBILE<br />
207-5201<br />
350-403 cid (2-bolt main) 184-5001<br />
350 cid diesel (2-bolt main) 184-5002<br />
455 cid (2-bolt main)<br />
PORSCHE<br />
185-5001<br />
3.4L Non-Turbo water cooled engine - 911 (996)<br />
SUBARU<br />
204-5001<br />
2.0L, 2.2L & 2.5L SOHC/DOHC EJ Series<br />
Crankcase thru bolt kit<br />
TOYOTA<br />
260-5401<br />
1.6L (4AGE) DOHC 203-5001<br />
MAIN & HEAD BOLT INSTALLATION<br />
1. Clean and chase all block threads to<br />
ensure maximum thread engagement and<br />
accurate torque readings.<br />
4. Seal all threads extending into a water<br />
jacket with <strong>ARP</strong> thread sealer. Lubricate<br />
all threads on dry deck and/or main cap<br />
applications with <strong>ARP</strong> Ultra-Torque fastener<br />
assembly lubricant.<br />
2. Clean and inspect all hardware prior to<br />
installation, looking for shipping damages<br />
and defects.<br />
5. Following the engine manufacturer’s<br />
torque sequence, tighten the bolts to the<br />
recommended torque value found on the<br />
instructions provided with each kit.<br />
Red part numbers indicate new items<br />
3. Install the main caps or head gasket<br />
and head, checking for improper fit, binding<br />
or misalignment. Make sure all mating<br />
surfaces are fully seated. Install the washers<br />
on the bolts with the chamfered side of the<br />
washer located towards the head of each<br />
bolt. Lubricate the washers and the underhead<br />
of the bolts with <strong>ARP</strong> Ultra-Torque<br />
fastener assembly lubricant.<br />
SPECIAL NOTE: All wet deck head bolt<br />
applications will require some type of sealant<br />
on the bolt threads to prevent coolant<br />
leakage. Always check each application<br />
(import and domestic) prior to installation<br />
to determine whether your application has<br />
a “wet deck” or “dry deck” cylinder block.<br />
47<br />
the main company bolts
ocker the arm company studs<br />
48<br />
HIGH PERFORMANCE SERIES<br />
Made of 8740 chrome moly forgings and<br />
heat-treated to 180,000 psi. Excellent for<br />
E.T. Bracket <strong>Racing</strong>, limited rule oval track<br />
competition and street use. Tip ground<br />
flush for optimum adjuster seating.<br />
PRO SERIES<br />
Designed for competition applications,<br />
<strong>ARP</strong>’s Pro Series rocker arm studs are made<br />
of premium grade 8740 chrome moly steel<br />
and heat-treated to a tensile strength of<br />
200,000 psi.<br />
ROCKER ARM<br />
STUD KITS<br />
If you have ever installed a rocker stud into a cylinder head and<br />
watched it wobble as it screwed in – you knew from the beginning<br />
that the rocker geometry was going to be inconsistent all over the place.<br />
<strong>ARP</strong> rocker studs are concentric within .005<br />
T.I.R. thread pitch to thread pitch. They run-in<br />
straight and true. Lengths are exact – designed to<br />
provide positive seating every time. An extra-large radius<br />
base offers greater resistance to flex. Available in both<br />
High Performance and Pro Series models. NOTE: Not to<br />
be used with OEM-style, self-locking nuts. To be used with<br />
<strong>ARP</strong>’s patented Perma-Loc™ adjusters (see next page).<br />
Application B C D E F High Perf.<br />
➊ These parts have a shank portion under hex to locate guide plate.<br />
➋ Fits most stock SBChevy with 3/8 screw-in studs<br />
➌ Fits most stock SBChevy with 7/16 screw-in studs<br />
➍ Fits most stock BBChevy with 7/16 screw-in studs<br />
➎ Fits most SBFord with 7/16 screw-in studs<br />
➏ Fits most SBFord with 3/8 screw-in studs<br />
D<br />
High Perf.<br />
(2 PC-Pack)<br />
Pro Series<br />
3/8˝ typical small block application ➋ 1.750 .700 .800 3/8-24 7/16-14 134-7101 134-7121 234-7201<br />
3/8˝ with roller rockers ➏ 1.895 .710 1.000 3/8-24 7/16-14 134-7104 134-7124<br />
7/16˝ typical small block application 1.770 .700 .670 7/16-20 7/16-14 134-7103 134-7123 234-7202<br />
Aluminum heads, intake studs only, 8 pieces ➊ 2.000 .820 .700 7/16-20 7/16-14 235-7204<br />
Dart aluminum, 16 pieces ➊ 2.000 1.3, .820 .700 7/16-20 7/16-14 235-7205<br />
Aluminum heads, exhaust studs only, 8 pcs. ➊ 2.000 1.650 .700 7/16-20 7/16-14 235-7203<br />
Mark V 1.900 .750 .750 7/16-20 3/8-16 135-7102 135-7122<br />
With roller rockers and stud girdle ➊ 2.100 .750 .800 7/16-20 7/16-14 334-7203<br />
With roller rockers and stud girdle ➊ 2.000 .750 .800 7/16-20 7/16-14 334-7204<br />
With roller rockers and stud girdle ➊ 2.100 .850 .800 7/16-20 7/16-14 334-7202<br />
With roller rockers and stud girdle 1.900 .860 .830 7/16-20 7/16-14 234-7205<br />
With roller rockers and stud girdle ➌ 1.900 .660 .830 7/16-20 7/16-14 334-7201<br />
7/16˝ typical small block application ➍ 1.900 .750 .850 7/16-20 7/16-14 200-7202<br />
7/16˝ typical big block application ➊ 1.750 .800 .850 7/16-20 7/16-14 135-7101 135-7121 235-7201<br />
With roller rockers and stud girdle 1.900 .850 .850 7/16-20 7/16-14 234-7206<br />
Chevrolet big block (aluminum heads) 2.350 .850 .850 7/16-20 7/16-14 135-7202 135-7222<br />
With roller rockers and girdles 1.900 .750 1.000 7/16-20 7/16-14 100-7101 100-7121 200-7201<br />
Typical Ford small block ➎ 1.900 .750 1.000 7/16-20 7/16-14 100-7101 100-7121 200-7201<br />
Dart aluminum heads, 16 pieces 2.000 1.3, .820 1.000 7/16-20 7/16-14 235-7202<br />
Aluminum heads, exhaust studs only, 8 pieces 2.000 1.650 1.000 7/16-20 7/16-14 235-7206<br />
Aluminum heads, intake, 8 pieces 2.000 .820 1.000 7/16-20 7/16-14 235-7207<br />
7/16˝ with 1/2˝ coarse, Pontiac (1964 & later) 2.000 1.025 1.050 7/16-20 1/2-13 290-7201<br />
SVO 351 cid, with roller rockers and girdle 2.700 .850 1.300 7/16-20 7/16-14 354-7204<br />
SVO 351 cid, with roller rockers and girdle 2.800 .800 1.500 7/16-20 7/16-14 354-7203<br />
SVO 351 cid, with roller rockers and girdle 3.000 .660 1.930 7/16-20 7/16-14 354-7202<br />
SVO 351 cid, with roller rockers and girdle ➊ 3.000 .950 1.750 7/16-20 7/16-14 254-7201<br />
Chevrolet late model Vortec 1.750 .600 .850 3/8-24 M8 x 1.25 134-7201 134-7221<br />
GM 4.3L Vortec V6 1.595 .800 .580 3/8-24 M10 x 1.50 100-7201 100-7221<br />
Chevrolet big block 496 cid (8100 series) 1.750 .750 .600 7/16-20 M10 x 1.50 135-7201 135-7221<br />
E<br />
B<br />
NOTE: To verify the application and part number,<br />
please review the various dimensions: B) overall stud height,<br />
C) screw-in thread depth, D) adjuster thread depth, E) shank<br />
diameter and thread, F) base diameter and thread.<br />
C<br />
F<br />
IMPORTANT TECH NOTE<br />
It is highly advisable to determine what the optimum rocker<br />
arm stud length is for your particular application. This is<br />
especially true when “long” pushrods and valves are employed – you<br />
should raise the “installed height” of the rocker arm to compensate for<br />
the longer-than-stock components.<br />
800-826-3045
PERMA-LOC™<br />
PERMA-LOC ™ SPECIAL FEATURES:<br />
12-point head with<br />
special shouldered<br />
“stop” to hold<br />
wrench. Eliminates<br />
need for special<br />
adjusting tools.<br />
Forged in-house from<br />
8740 alloy chrome moly<br />
steel and heat- treated<br />
throughout (not simply<br />
case hardened, as others<br />
are).<br />
Bottom flush-ground<br />
perpendicular to<br />
threads.<br />
Because there are many different style<br />
rocker arms made by each manufacturer,<br />
we suggest that you verify the physical<br />
dimensions and thread requirements prior<br />
to ordering. If you have any questions, call<br />
<strong>ARP</strong>’s tech staff toll-free for details.<br />
800-826-3045<br />
CUT-AWAY VIEW<br />
Patent #5,323,741<br />
<strong>ARP</strong> HAS<br />
THE MISSING LINK<br />
IN VALVE TRAIN RELIABILITY…<br />
A ROCKER ARM ADjUSTER<br />
THAT WON’T LOOSEN!<br />
Threads are precision<br />
CNC-machined exactly<br />
perpendicular to the<br />
bottom of adjuster<br />
to ensure an optimum<br />
seat and even pressure.<br />
Set screw has flushmachined<br />
tip for optimum<br />
contact and seating on<br />
stud.<br />
Application<br />
Threads machined<br />
for maximum<br />
engagement.<br />
• Exclusive 12-point head<br />
• Patented design<br />
• Heat-treated premium<br />
grade A 8740 chrome<br />
moly steel<br />
• 190,000 psi tensile strength<br />
• Precision machined threads<br />
• Locking set screw ground<br />
flush with rocker arm stud<br />
• Doesn’t require special tools<br />
One of the more aggravating things found in many high<br />
performance engines is constantly having to re-adjust rocker<br />
arms. Until <strong>ARP</strong> introduced the patented Perma-Loc adjuster,<br />
there wasn’t a “poly lock” on the market that you didn’t have to<br />
continually tighten.<br />
There are several important reasons why <strong>ARP</strong>’s exclusive<br />
Perma-Loc rocker arm adjusters won’t loosen like others. First,<br />
the adjuster body is heat-treated all the way through (not just case<br />
hardened). This eliminates the thread “movement” common to<br />
others. Secondly, the threads are machined exactly perpendicular<br />
to the bottom of the adjuster, so it seats evenly and applies pressure<br />
on a full 360˚ circle. Lastly, the set screw is machined flush<br />
on the bottom (not pointed) so it will have optimum contact on<br />
the rocker arm stud.<br />
You’ll find <strong>ARP</strong> Perma-Loc’s easy to use, too. The compact<br />
12-point head is designed to hold your wrench in position while<br />
you lock the set screw with an Allen wrench.<br />
All in all, they’re the best you can buy!<br />
Application Length (A) Thread Size Body Dia (D) 16 PC-Pack<br />
Stamped steel rocker 1.200 3/8-24 .620 300-8241<br />
Stamped steel rocker 1.200 7/16-20 .640 300-8242<br />
Aluminum rocker 1.200 3/8-24 .550 300-8243<br />
Aluminum rocker 1.200 3/8-24 .600 300-8244<br />
Aluminum rocker 1.200 7/16-20 .550 300-8245<br />
Aluminum rocker 1.200 7/16-20 .600 300-8246<br />
Length<br />
(A)<br />
Thread<br />
Size<br />
Body Length<br />
(B)<br />
Shank Size<br />
(C)<br />
Body Dia<br />
(D)<br />
16 PC-Pack<br />
Stud girdle 2.050 7/16-20 1.200 .600 .750 300-8247<br />
Stud girdle 2.615 7/16-20 1.485 .600 .750 300-8248<br />
Big block with girdle 2.050/2.615 7/16-20 1.200/1.485 .600 .750 300-8249<br />
49<br />
the rocker company arm adJusters
valve cover bolts the company & studs<br />
VALVE COVER<br />
BOLTS & STUDS<br />
To ensure proper sealing of valve covers, <strong>ARP</strong> manufactures<br />
a variety of special application-specific bolt and stud kits. Many<br />
professional engine builders prefer to use studs because of their<br />
ability to properly position the gasket and guide the cover into<br />
position. <strong>ARP</strong> offers studs and bolts in a choice of chrome moly<br />
steel with a black oxide finish or stainless steel. You have a choice<br />
between conventional hex head bolts and nuts or compact, easy<br />
access 12-point designs. The nuts feature a wide base for better<br />
load distribution and sealing, while the compact head is easily<br />
accessed. Stud kits come complete with nuts and washers, while<br />
bolt kits are shipped with the required flat washers.<br />
Application<br />
NOTE:<br />
Studs come with flanged lock<br />
nut. Bolts come with washers.<br />
Qty. Size<br />
STUD<br />
OAL<br />
BOLT<br />
UHL<br />
Special bullet nose accurately<br />
guides nuts into position<br />
Choice of studs or bolts in polished<br />
stainless steel or black oxide finish<br />
STUD KITS BOLT KITS<br />
Black Oxide Stainless 300 Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point Hex 12-Point Hex 12-Point<br />
CHRYSLER<br />
KB Hemi<br />
CAST ALUMINUM COVERS<br />
20 1/4-20 2.450 245-7601<br />
Bolt kit 8 1/4-20 .812 100-7507 100-7503 400-7507 400-7503<br />
Bolt kit 14 1/4-20 .812 100-7504 100-7508 400-7508 400-7504<br />
Chevy SB2 w/ nyloc nuts 16 1/4-20 1.800 434-7609<br />
Stud kit 8 1/4-20 1.500 200-7603 200-7613 400-7603 400-7613<br />
Stud kit 12 1/4-20 1.500 200-7610 200-7620 400-7606 400-7616<br />
Stud kit 14 1/4-20 1.500 200-7604 200-7614 400-7604 400-7614<br />
Stud kit 16 1/4-20 1.500 200-7605 200-7615 400-7605 400-7615<br />
Stud kit, Dart, Brodix, B&B 8 1/4-20 3.500 200-7606 200-7616<br />
Stud kit, Dart, Brodix, B&B 14 1/4-20 3.500 200-7607 200-7617<br />
Stud kit, Dart, Brodix, B&B 16 1/4-20 3.500 200-7608 200-7618<br />
Stud kit, BB Chevy 14 1/4-20<br />
1.500/<br />
4.500<br />
200-7619<br />
Bolt kit, Brodix hd., SB 4 1/4-20 4.000 100-7511 100-7514 400-7511 400-7514<br />
Bolt kit, Brodix hd., SB 4 1/4-20 4.250 100-7512 100-7515 400-7512 400-7515<br />
Bolt kit, Brodix hd., SB 4 1/4-20 4.500 100-7513 100-7516 400-7513 400-7516<br />
Bolt kit, Brodix hd., BB 7 1/4-20 4.000 100-7517 100-7520 400-7523 400-7526<br />
Bolt kit, Brodix hd., BB 7 1/4-20 4.250 100-7518 100-7521 400-7524 400-7527<br />
Bolt kit, Brodix hd., BB 7 1/4-20 4.500 100-7519 100-7522 400-7525 400-7528<br />
Chevy, Gen III/LS Series<br />
small block (.165 thick washer)<br />
STAMPED STEEL COVERS<br />
8 M6 2.755 100-7524 100-7523 400-7529 400-7530<br />
350 Chevy, cntr blt’d vlv cvr 8 1/4-20 3.250 100-7509 100-7510 400-7509 400-7510<br />
Bolt kit 8 1/4-20 .515 100-7505 100-7501 400-7505 400-7501<br />
Bolt kit 14 1/4-20 .515 100-7506 100-7502 400-7506 400-7502<br />
Stud kit 8 1/4-20 1.170 200-7601 200-7611 400-7601 400-7611<br />
Stud kit 14 1/4-20 1.170 200-7602 200-7612 400-7602 400-7612<br />
Main & Poteet’s record-setting Speed Demon “Possessed” by Scott’s Hot Rods – 2010 AMBR Winner<br />
50<br />
800-826-3045
Special “NASCAR” model<br />
header bolts are available that<br />
are drilled for use of safety wire.<br />
Perfect for any racer who desires<br />
the ultimate in security. Available<br />
for small block and big block<br />
Chevrolet engines, plus many<br />
“universal” applications.<br />
Application<br />
NOTE:<br />
Studs come with flanged lock nut.<br />
Bolts come with washers.<br />
800-826-3045<br />
Qty. Size<br />
Drilled for<br />
safety wire<br />
STUD<br />
OAL<br />
BOLT<br />
UHL<br />
HEADER BOLTS & STUDS<br />
<strong>ARP</strong> manufactures a variety of premium grade bolt and stud kits to<br />
facilitate installation of exhaust headers including the popular stainless stud<br />
kit with 12-point nuts. The Stainless 300 material is not affected by corrosion<br />
or extreme heat, making it ideal for the application. What’s more, the<br />
compact 12-point nut lets you easily slip a socket close to the pipe. Each <strong>ARP</strong><br />
accessory stud or bolt kit includes the specific number of parts for your application,<br />
plus premium-quality washers and hex or 12-point nuts, as required.<br />
Studs are manufactured with a unique nut-starter nose that helps prevent<br />
cross-threading. Studs and bolts come either black oxide chrome moly or<br />
Stainless 300. Both are nominally rated at 170,000 psi tensile strength;<br />
substantially stronger than Grade 8 hardware. Specially drilled “NASCAR”<br />
models are available for those who wish to safety wire their header bolts to<br />
prevent loosening.<br />
STUD KITS BOLT KITS<br />
NOTE:<br />
8mm stainless<br />
studs listed on<br />
page 78.<br />
Black Oxide Stainless 300 Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point Hex 12-Point Hex 12-Point<br />
BUICK<br />
3.8L V6 12 3/8 1.670 120-1412 120-1402 420-1412 420-1402<br />
350-455 cid 14 3/8 1.670 120-1411 120-1401 420-1411 420-1401<br />
350-455 cid 14 3/8 .750 120-1101 120-1201 420-1101 420-1201<br />
CHEVROLET, SMALL BLOCK<br />
3/8˝ dia. bolt, 3/8˝ wrench 12 3/8 .750 100-1101 100-1201 400-1101 400-1201<br />
3/8˝ dia. bolt, drilled, 3/8˝ wrench 12 3/8 .750 100-1103 100-1203 400-1103 400-1203<br />
3/8˝ dia. stud 14 3/8 1.670 400-1400<br />
3/8˝ dia. stud 12 3/8 1.670 100-1412 100-1402 400-1412 400-1402<br />
Gen III/LS Series small block 12 M8 1.750 434-1301<br />
3/8˝ dia. bolt, 3/8˝ wrench 12 3/8 1.000 100-1111 100-1211 400-1111 400-1211<br />
CHEVROLET, BIG BLOCK<br />
3/8˝ dia. bolt, 3/8˝ wrench 16 3/8 .750 100-1102 100-1202 400-1102 400-1202<br />
3/8˝ dia. bolt, drilled, 3/8˝ wrench 16 3/8 .875 400-1104 400-1204<br />
3/8˝ dia. stud 16 3/8 1.670 100-1413 100-1403 400-1413 400-1403<br />
3/8˝ dia. bolt, 3/8˝ wrench 16 3/8 1.000 100-1112 100-1212 400-1112 400-1212<br />
CHRYSLER<br />
5/16˝ dia. bolt 14 5/16 .750 144-1102 144-1202 444-1102 444-1202<br />
KB Hemi, stud w/prov for blower<br />
brackets, Mopar 340-360 cid<br />
16 3/8<br />
1.670/<br />
2.000<br />
245-1311 245-1301 445-1311 445-1301<br />
Neon, Spt, PT Cruiser 2.4 turbo 10 M8 2.000 441-1302<br />
Neon, SOHC & DOHC<br />
FORD<br />
8 M8 2.000 441-1301<br />
3/8˝ bolt 16 3/8 .750 100-1102 100-1202 400-1102 400-1202<br />
3/8˝ stud<br />
OLDSMOBILE<br />
16 3/8 1.670 100-1414 100-1404 400-1414 400-1404<br />
330-455 cid 14 3/8 .750 180-1101 180-1201 480-1101 480-1201<br />
330-455 cid<br />
UNIVERSAL<br />
14 3/8 1.670 180-1411 180-1401 480-1411 480-1401<br />
Bolt kit, 5/16˝ wrench 12 3/8 .750 100-1107 100-1207 400-1107 400-1207<br />
Bolt kit, 5/16˝ wrench 16 3/8 .750 100-1108 100-1208 400-1108 400-1208<br />
Bolt kit, 5/16˝ wrench 12 3/8 1.000 100-1109 100-1209 400-1109 400-1209<br />
Bolt kit, 5/16˝ wrench 16 3/8 1.000 100-1110 100-1210 400-1110 400-1210<br />
Bolt kit, drilled, uses 3/8˝ socket 16 3/8 .750 400-1105 400-1205<br />
Bolt kit, drilled, uses 3/8˝ socket 12 3/8 .875 400-1106 400-1206<br />
Stud kit 16 3/8-5/16 1.500 100-1401 100-1411<br />
Stud kit, broached w/ 12-pt, locking<br />
nut, 3/8˝<br />
14 3/8 1.125 100-1405 100-1415<br />
51<br />
the header company bolts & studs
oil pan bolts the company & studs<br />
52<br />
OIL PAN BOLT<br />
& STUD KITS<br />
The engineers at <strong>ARP</strong> spent quite a bit of time developing<br />
these highly effective, unique oil pan studs. They’re designed to<br />
make it as easy as possible to install a pan and seal it properly.<br />
You’ll note that the studs have a radiused bullet nose that serves<br />
to locate the pan rails, then allow the nuts to be easily installed<br />
without the worry of cross-threading. For those who prefer bolts,<br />
<strong>ARP</strong>’s got you covered, too. Both are available in black oxide<br />
finished chrome moly steel or rust-proof stainless steel. Also, you<br />
may choose between conventional hex style or the space-saving<br />
12-point nuts. The stud kits come complete with a special locking<br />
flanged nut, while the bolt kits come with washers.<br />
Application<br />
NOTE:<br />
Studs come with flanged lock nut.<br />
Bolts come with washers.<br />
CHEVROLET, SMALL BLOCK<br />
OIL PUMP BOLTS & STUDS<br />
TECH TIP<br />
Always use some type of lubricant,<br />
such as <strong>ARP</strong> Ultra-Torque fastener<br />
assembly lubricant, when assembling<br />
fasteners. Assembling without lubricant<br />
can lead to galling or seizing, resulting in<br />
costly, time consuming repairs.<br />
You’ve probably heard many a horror story about someone losing an engine when the oil pump<br />
fell off into the pan because of a broken bolt. Well, you can put your mind at ease when using<br />
<strong>ARP</strong>’s premium grade oil pump bolt and stud kits. You have a choice of black oxide finished 8740<br />
chrome moly steel or low maintenance stainless steel. Both are nominally rated at 170,000 psi<br />
tensile strength to provide you with plenty of clamping force. Moreover, take your pick between<br />
conventional hex style or 12-point designs. This is “insurance” that no conscientious engine<br />
builder should be without! The studs come with flat washers and nuts, while the Ford bolt kit has<br />
flat washers only. These inexpensive fasteners can literally save your engine.<br />
CHEVROLET<br />
Application<br />
Small block, stud kit 230-7001 230-7002<br />
Small & big block, 3.125˝, high volume, stud kit 230-7003 230-7004<br />
FORD<br />
STUD KITS BOLT KITS<br />
Black Oxide Stainless 300 Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point Hex 12-Point Hex 12-Point<br />
265-400 cid (w/ standard 2-pc. cork gasket) 234-1901 234-1902 434-1901 234-1802 234-1801 434-1802 434-1801<br />
265-400 cid (w/ 1-pc. rubber gasket) 134-1802 134-1801 434-1804 434-1803<br />
350 cid with girdle, 5/16˝ diameter 334-1902<br />
Gen III/LS Series small block 134-6901 134-6902 434-6901 434-6902<br />
CHEVROLET, BIG BLOCK<br />
396-454 cid (w/ standard 2-pc. cork gasket) 235-1901 235-1902 435-1901 435-1902 235-1802 235-1801 435-1802 435-1801<br />
396-454 cid (w/ 1-pc. rubber gasket) 135-1802 135-1801 435-1804 435-1803<br />
CHEVROLET, 6-CYLINDER<br />
90° V6 333-1901<br />
CHRYSLER, SMALL BLOCK<br />
318-340-360 Wedge & 318-360 Magnum 200-1901 200-1902 400-1901 400-1902 200-1802 200-1801 400-1802 400-1801<br />
CHRYSLER, BIG BLOCK<br />
KB Hemi, 1.300˝ U.H.L 245-1901 245-1903<br />
KB Hemi, 1.700˝ U.H.L 245-1902 245-1904 445-1902 445-1904<br />
FORD, SMALL BLOCK<br />
289-302-351C & 351W (early model) 254-1901 254-1902 454-1901 454-1903 254-1802 254-1801 454-1802 454-1801<br />
302-351W (late model with side rails) 254-1903 254-1904 454-1902 454-1904 254-1804 254-1803 454-1804 454-1803<br />
FORD, BIG BLOCK<br />
390-428 cid FE Series 255-1802 255-1801 455-1802 455-1801<br />
PONTIAC<br />
350-455 cid 200-1901 200-1902 400-1901 400-1902 200-1802 200-1801 400-1802 400-1801<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
3/8˝ & 5/16˝ 4 piece bolt kit 150-6902 150-6901 450-6902 450-6901<br />
Oil pump to pickup, stud kit 154-7005<br />
Red part numbers indicate new items<br />
800-826-3045
FRONT COVER, WATER PUMP &<br />
ALTERNATOR KITS<br />
<strong>ARP</strong>’s timing cover<br />
bolts are available in<br />
both polished stainless<br />
steel or black oxide<br />
finish chrome moly.<br />
You also can choose<br />
between standard hex<br />
head bolts or compact 12-point<br />
fasteners. Also available as part of <strong>ARP</strong>’s<br />
complete Engine & Accessory kits.<br />
Please go to page 63 for listings of available<br />
Engine & Accessory kits.<br />
CHEVROLET<br />
Application<br />
NOTE:<br />
Studs come with flanged lock nut.<br />
Bolts come with washers.<br />
90° V6, timing cover 333-1401<br />
FUEL PUMP<br />
BOLT KITS<br />
MOTOR MOUNT BOLT KITS<br />
800-826-3045<br />
Studs are preferred<br />
by many Pro engine<br />
builders because they<br />
eliminate the chance of<br />
pinching gaskets and<br />
contribute to easier<br />
engine assembly. You will<br />
note that <strong>ARP</strong> studs feature<br />
a special “bullet nose” to guide the nut<br />
accurately into place. Available in black<br />
oxide finish 8740 chrome moly or polished<br />
stainless steel with hex or 12-point nuts.<br />
Make sure that mechanical fuel<br />
pumps stay properly aligned by using<br />
<strong>ARP</strong>’s durable black oxide finished<br />
chrome moly or rust-proof stainless bolts<br />
(both materials are rated at 170,000 psi<br />
and considerably stronger than Grade<br />
8 hardware). Your choice of either conventional<br />
hex heads or 12-point head.<br />
Washers are included.<br />
Alternators that come<br />
loose are a pain, so that’s<br />
why <strong>ARP</strong> came up with<br />
these super tough bolts (your<br />
choice of chrome moly<br />
steel or polished stainless<br />
(<strong>ARP</strong> 300 - both<br />
rated 170,000 psi).<br />
The stainless has the<br />
added advantage of being<br />
rust and corrosion resistant. It’s the fastener<br />
of choice!<br />
STUD KITS BOLT KITS<br />
Black Oxide Stainless 300 Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point Hex 12-Point Hex 12-Point<br />
3/8˝ alternator pivot bolt 430-3303 430-3304<br />
All V8, alternator bracket bolts 130-3302 130-3301 430-3302 430-3301<br />
All V8, timing cover 200-1401 200-1411 400-1401 200-1502 200-1501 400-1502 400-1501<br />
All V8 with Jesel belt drive or gear drive 334-1401<br />
All V8, water pump long 130-3202 130-3201 430-3202 430-3201<br />
Gen III/LS Series small block, timing cover 134-1501 134-1502 434-1501 434-1502<br />
Gen III/LS Series small block, water pump with<br />
thermostat housing bolts<br />
134-3201 134-3202 434-3201 434-3202<br />
Gen III/LS Series small block, rear motor cover<br />
CHRYSLER<br />
134-1503 134-1504 434-1503 434-1504<br />
KB Hemi, timing cover<br />
FORD<br />
245-1511 245-1501 445-1511 445-1501<br />
289-302, aluminum timing cover & water pump 154-1504 154-1503 454-1504 454-1503<br />
289-302, cast-iron timing cover & water pump 154-1502 154-1501 454-1502 454-1501<br />
351 SVO, timing cover 354-1401<br />
351W, alternator bracket bolts<br />
PONTIAC<br />
150-3302 150-3301 450-3302 450-3301<br />
All V8, alternator bracket bolts 190-3302 190-3301 490-3302 490-3301<br />
All V8, timing cover and water pump 190-1502 190-1501 490-1502 490-1501<br />
Application<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
CHEVROLET 130-1602 130-1601 430-1602 430-1601<br />
PONTIAC 190-1602 190-1601 490-1602 490-1601<br />
Application<br />
Black Oxide<br />
Hex 12-Point<br />
Stainless 300<br />
Hex 12-Point<br />
Chevy, V6 & V8<br />
mount to block<br />
130-3102 130-3101 430-3102 430-3101<br />
Chevy, V6 & V8<br />
mount to frame<br />
130-3105 430-3105<br />
Chevy, LS Series small block<br />
mount bracket to block<br />
134-3102 134-3101 434-3102 434-3101<br />
Ford, 289-302-351W 150-3102 150-3101 450-3102 450-3101<br />
Pontiac, All V8 190-3102 190-3101 490-3102 490-3101<br />
Secure any engine with complete<br />
confidence with <strong>ARP</strong>’s<br />
rugged motor mount bolts. You<br />
can choose between black oxide<br />
finished 8740 chrome moly<br />
or corrosion-resistant stainless<br />
steel; choice of hex or 12-bolt<br />
head. Kits come complete with<br />
flat washers.<br />
53<br />
the engine company block
engine block the company group<br />
BELLHOUSING<br />
STUD KITS<br />
Here’s just what you need to secure a bellhousing in place. The<br />
studs are designed with a bullet nose to guide the bellhousing<br />
into position and accept nuts without the fear of cross-threading.<br />
Choice of rugged 8740 heat-treated alloy or rust-proof stainless<br />
steel. Complete with nuts and flat washers.<br />
STARTER<br />
BOLT KITS<br />
Installing starter motors in the cramped confines of a<br />
race car is simplified by use of <strong>ARP</strong>’s special bolts, which<br />
feature small diameter heads to make accessibility more<br />
convenient. They are stronger than OEM and industrial<br />
grades, and especially suited for use on cars that use rear<br />
motor plates. These starter bolts are made from <strong>ARP</strong> 300,<br />
a 100% maintenance free stainless steel material that is<br />
stronger than Grade 8 hardware and tough enough to<br />
easily withstand the strain of a 10 to 15<br />
pound starter cantilevered off the back<br />
of an engine. Bolts have standard shank<br />
knurling. Rated at 170,000 psi. Includes<br />
washers, as required.<br />
SEAL PLATE &<br />
ACCESSORY<br />
CAM DRIVE<br />
SPECIFICATIONS<br />
• Drive: forged <strong>ARP</strong>2000, 220,000 psi alloy<br />
chrome moly steel with corrosion-resistant<br />
oxide finish.<br />
• Concentricity: .001 T.I.R.,<br />
between shaft and hex,<br />
1˝ and 1.5˝ length<br />
• Threads: form rolled<br />
9/16˝ x .625˝ on cam<br />
end, 3/8˝ hex on drive<br />
• Seal Plate: CNCmachined<br />
7075-T4<br />
aluminum with Viton seal<br />
Application Dia. Length Pro Series Stainless<br />
Chevy, Chrysler KB Hemi 3/8 2.000 245-0901 445-0901<br />
Top fuel motor plate (std.) 7/16 2.150 245-0202<br />
Top fuel motor plate<br />
(w/ 1/4˝ spacer)<br />
CHEVROLET<br />
7/16 2.400 245-0201<br />
Application UHL Part No.<br />
All standard, 12 pt 3.700 430-3501<br />
All standard, hex 3.700 430-3502<br />
All with high torque starter, 12 pt 3.700 430-3503<br />
All with high torque starter, hex 3.700 430-3504<br />
All with long and short, hex 1.880 & 4.450 430-3505<br />
All with long and short, 10mm, hex 1.775 & 4.470 430-3506<br />
All, 2 ea. long, 3/8˝ bolt, hex 4.450 430-3507<br />
If the survivability of your camshaft drive, through an entire<br />
race without stripping or breaking, has been a matter of concern –<br />
<strong>ARP</strong>’s new cam drive should put your mind to rest. We built this<br />
setup to be “bulletproof.” Totally reliable. A through-hardened,<br />
not just case hardened, chrome moly shaft, premium grade Viton<br />
seal, plus anodized aluminum plate are manufactured in-house to<br />
insure that every part is guaranteed <strong>ARP</strong> quality.<br />
The perfect compliment to our “bulletproof” cam drives<br />
are these precision seal plates. They’re made of CNC-machined<br />
7075-T4 alloy aluminum and anodized to resist corrosion.<br />
Available in 2.100˝ and 2.380˝ diameters to fit most any OEM<br />
or aftermarket block.<br />
World champion sprint car driver Corey Kruseman Dennis Anderson & “Grave Digger”<br />
54<br />
FORD<br />
2-bolt, 12 pt 1.500 450-3501<br />
3-bolt, 12 pt 1.500 450-3502<br />
Application 1.0˝ 1.5˝<br />
All 9/16-18 x .625 934-0005 934-0006<br />
Application Diameter Part No.<br />
Small Block GM, 2.100 O.D. block 2.100 934-0007<br />
Dart, aluminum block 2.380 934-0008<br />
800-826-3045
Special “NASCAR”<br />
model bolts have drilled<br />
heads (one per set) to facilitate<br />
tech official’s sealing. These<br />
12-point bolts have a generous flange<br />
head for superior load distribution.<br />
CARB STUD KITS<br />
800-826-3045<br />
INTAKE MANIFOLD BOLT<br />
& STUD KITS<br />
Prevent intake manifold leaks with <strong>ARP</strong>’s quality fasteners. They’re rated<br />
at 170,000 psi and precision machined for optimum thread engagement.<br />
Wide underhead flange and companion washers provide even load distribution.<br />
Precision rolled threads prevent galling while promoting more consistent torque loading.<br />
Facilitates optimum sealing of gasket surfaces. Available in choice of black oxide finish chrome<br />
moly or corrosion resistant stainless steel, as well as hex or 12-point heads. Washers included.<br />
Application<br />
Black Oxide<br />
Hex 12-Point<br />
Stud<br />
Hex<br />
Stainless 300<br />
12-Point NASCAR<br />
AMC<br />
290-343-390 cid, uses 3/8˝ socket<br />
BUICK<br />
114-2001 414-2001 414-2101<br />
3.8L V6 123-2001 423-2001<br />
215 cid, uses 3/8˝ socket<br />
CHEVROLET<br />
124-2001 124-2101 424-2001 424-2101<br />
90° V6, 1.000˝ drilled 333-2101<br />
SB 2, standard deck 334-2104<br />
SB 2, tall deck, drilled 334-2105<br />
Small block, 1.000˝, drilled 334-2102<br />
Small block, 1.250˝, drilled 334-2103<br />
265-400 cid, factory OEM 134-2001 134-2101 434-2001 434-2101<br />
305-350 Vortec, fits most aftermarket alum. intakes 134-2002 134-2103 434-2002 434-2102<br />
305-350 Tuned Port 134-2004 134-2104 434-2004 434-2104<br />
LS1, LS4, LS6, 4.8L-RL4, 5.3L-LM7, 6.0L-LQ4 130-2001 130-2101 430-2001 430-2101<br />
Gen III/LS Series small block, valley cover bolts 134-8001 134-8002 434-8001 434-8002<br />
396-454 cid, 1.250˝ U.H.L. 135-2001 135-2101 435-2001 435-2101<br />
502 cid, 1.500˝ U.H.L.<br />
CHRYSLER<br />
135-2002 435-2002 435-2102<br />
318-440 Wedge, uses 3/8˝ socket<br />
FORD<br />
144-2001 144-2101 444-2001 444-2101<br />
260-289-302, 351W, uses 3/8˝ socket 154-2001 154-2101 454-2001 454-2101<br />
289-302, 351W intake stud kit 354-2103<br />
351C, 351-400M 154-2004 154-2104 454-2004 454-2104<br />
351W, uses 3/8 wrenching 154-2002 154-2102 454-2003 454-2103<br />
351 SVO, Jack Roush design, drilled 354-2102<br />
390-428 cid FE Series 155-2002 155-2102 455-2002 455-2102<br />
429-460 cid<br />
PONTIAC<br />
155-2005 155-2105 455-2001 455-2101<br />
350-455 cid, uses 3/8˝ socket 194-2001 194-2101 494-2001 494-2101<br />
The best way to make sure that carburetors stay perfectly sealed to the intake<br />
manifold is through the use of <strong>ARP</strong>’s carb studs, which feature J-form threads<br />
to resist loosening from vibration. They’re offered in a variety of heights to accommodate most any combination of carb and spacer, and are<br />
available in 8740 chrome moly with a black oxide finish or rust-proof stainless steel. Special <strong>ARP</strong> Pro Series NASCAR type stud kits have one<br />
of the studs drilled to facilitate sealing the carburetor in the engine by race officials. All carb stud kits come with hex nuts and washers.<br />
Application Qty. Size O.A.L. Black Oxide Stainless 300 Pro Series<br />
Standard 4 5/16 1.700 200-2401 400-2401<br />
1/2˝ spacer 4 5/16 2.225 200-2403 400-2403<br />
1˝ spacer 4 5/16 2.700 200-2402 400-2402<br />
2˝ spacer 4 5/16 3.700 200-2404 300-2404<br />
3˝ spacer 4 5/16 4.700 200-2405<br />
1-1 /4” Moroso spacer 4 5/16 3.200 200-2408 400-2408<br />
2˝ Moroso spacer 8 5/16 1.250 & 1.700 200-2409<br />
Dominator with 1/2˝ or 1˝ spacer 4 5/16 3.200 200-2412 400-2412<br />
Dominator carb stud, no spacer 4 5/16 2.225 200-2414 400-2414<br />
Dominator carb stud, with spacer 4 5/16 4.400 200-2415<br />
HP Dominator carb stud, no spacer 4 5/16 2.225 200-2416<br />
HP Dominator carb stud with 1/2˝ spacer 4 5/16 2.700 200-2417<br />
HP Dominator carb stud with 1˝ spacer 4 5/16 3.200 200-2418<br />
Standard (drilled for NASCAR wire seal) 4 5/16 1.700 300-2401<br />
2˝ spacer (drilled for NASCAR wire seal) 8 5/16 1.700 & 2.225 300-2406<br />
1˝ spacer (drilled for NASCAR wire seal) 4 5/16 2.700 300-2403<br />
1/2˝ spacer (drilled for NASCAR wire seal) 4 5/16 2.225 300-2402<br />
1˝ Moroso spacer (drilled for NASCAR wire seal) 4 5/16 2.700 300-2407<br />
1-1/4˝ Moroso spacer (drilled for NASCAR wire seal) 4 5/16 3.200 300-2408<br />
2˝ Moroso spacer (drilled for NASCAR wire seal) 8 5/16 1.250 & 1.700 300-2409<br />
Quadrajet (all), with 1/4˝ base gasket 4 5/16 1.700 & 4.400 200-2413 400-2413<br />
55<br />
the intake company system
intake the company system<br />
56<br />
AIR CLEANER STUD<br />
KITS<br />
Keep your air cleaner firmly in position with an <strong>ARP</strong><br />
stud kit. Includes your choice of a black oxide finished<br />
chrome moly or stainless steel stud with an appropriate<br />
nut. Vastly superior to the cheap fasteners that sometimes<br />
COIL BRACKET<br />
BOLTS<br />
THERMOSTAT<br />
HOUSING BOLTS<br />
get used. Nobody likes water leaks. And<br />
Application Black Oxide Stainless 300<br />
5/16 x 2.225˝ OAL 200-0301 400-0301<br />
5/16 x 2.700˝ OAL 200-0302 400-0302<br />
5/16 x 3.200˝ OAL 200-0303 400-0303<br />
1/4 x 2.225˝ OAL 200-0304 400-0304<br />
1/4 x 2.443˝ OAL 200-0307 400-0307<br />
1/4 x 2.700˝ OAL 200-0305 400-0305<br />
1/4 x 3.200˝ OAL 200-0306 400-0306<br />
here’s <strong>ARP</strong>’s contribution to the solution.<br />
These premium grade bolts are engineered<br />
to properly engage the manifold threads and<br />
resist loosening. They’re application-specific, and<br />
come in your choice of black oxide finished chrome<br />
moly or rust-proof stainless steel, with handy 12-point<br />
or standard hex heads. Washers included.<br />
Application UHL<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
CHEVY (3 PC) 1.00/2.00 130-7402 130-7401 430-7402 430-7401<br />
CHEVY LS SERIES<br />
SMALL BLOCK<br />
20mm 134-7402 134-7401 434-7402 434-7401<br />
FORD FE 2.250 155-7402 155-7401 455-7402 455-7401<br />
FORD 351W 0.875 150-7402 150-7401 450-7402 450-7401<br />
PONTIAC 1.000 190-7402 190-7401 490-7402 490-7401<br />
Add a touch of class to your coil bracket installation with an <strong>ARP</strong> bolt kit.<br />
Available in black oxide finished chrome moly or rust-proof stainless steel, as<br />
well as with a conventional hex head or 12-point (great for tight, hard-to-reach<br />
coils). Washers included.<br />
Application<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
CHEVY 130-2302 130-2301 430-2302 430-2301<br />
CHEVY LS SERIES<br />
SMALL BLOCK<br />
134-2302 134-2301 434-2302 434-2301<br />
FORD WINDSOR 150-2302 150-2301 450-2302 450-2301<br />
800-826-3045
NHRA Pro Stock Champion Mike Edwards<br />
800-826-3045<br />
CARBURETOR FLOAT<br />
BOWL KITS<br />
The smart way to attach a Holley float bowl is with <strong>ARP</strong>’s special new<br />
bolts. They’re made from 304 stainless steel and are virtually impervious to<br />
corrosion. A polished finish makes them an enhancement to any carb. They<br />
are 5/16˝ wrenching and nominally rated at 170,000 psi. Available for both<br />
single and dual metering block applications.<br />
BREAK-AWAY BLOWER STUDS<br />
Engineered to minimize damage to either manifold or blower housing during unexpected blower<br />
explosions – these break-away blower studs are designed to allow separation of manifold and blower.<br />
Use of these special studs could save you thousands of dollars! Manufactured from premium-quality<br />
aluminum and heat-treated to provide the optimum balance between keeping the supercharger in<br />
place and breaking under a predetermined amount of force. Kit comes complete with anodized studs,<br />
12-point, quality steel nuts and heavy-duty parallel-ground and hardened steel washers.<br />
One of the most critical – yet often overlooked – fasteners used in any engine locks the<br />
timing in place. <strong>ARP</strong> offers these premium grade studs, which are equipped with vibrationresistant<br />
J-form threads, in black oxide finished chrome moly or rust-proof stainless steel. A<br />
special bullet nose helps guide nut into place without crossthreading.<br />
Choice of conventional hex or space-saving 12-point nuts.<br />
Washers included.<br />
Application<br />
Application Pieces Part No.<br />
2-barrel, hex 4 400-0312<br />
Dual metering blocks, hex 8 400-0310<br />
Single metering blocks, hex 8 400-0311<br />
Application Diameter OAL Part No.<br />
Blower stud kit (blue) 7/16 2.880 100-0601<br />
SSI blower stud kit (red) 7/16 2.500 100-0602<br />
DISTRIBUTOR STUD KITS<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
CHEVY 130-1702 130-1701 430-1702 430-1701<br />
FORD 150-1702 150-1701 450-1702 450-1701<br />
PONTIAC 190-1702 190-1701 490-1702 490-1701<br />
UHLRA Champion Hopp <strong>Racing</strong> visits <strong>ARP</strong>’s Santa Paula shop<br />
57<br />
the intake company system
engine the components<br />
company<br />
58<br />
HARMONIC BALANCER<br />
BOLT KITS<br />
BUICK<br />
Application<br />
Socket<br />
Size<br />
Thread<br />
Size<br />
UHL Part No.<br />
All V6 & V8 13/16 3/4-16 1.300 120-2501<br />
CHEVROLET<br />
Small block 5/8 7/16-20 2.470 134-2501<br />
Small block 13/16 7/16-20 2.470 234-2501<br />
Small block 1-1/16 7/16-20 2.470 234-2502<br />
Gen III/LS Series<br />
small block (except LS7)<br />
1-1/16 M16 x 2.0 4.325 234-2503<br />
Gen III/LS7 small block<br />
CHEVROLET<br />
1-1/16 M16 x 2.0 5.225 234-2504<br />
Big block 5/8 1/2-20 1.550 135-2501<br />
Big block 13/16 1/2-20 1.550 235-2501<br />
Big block<br />
CHRYSLER<br />
1-1/16 1/2-20 1.550 235-2502<br />
318-440 Wedge & 426<br />
Hemi with thin damper<br />
1-1/16 3/4-16 1.420 245-2501<br />
318-440 Wedge with thick<br />
damper & Viper V10<br />
1-1/16 3/4-16 2.200 240-2501<br />
5.7L & 6.1L Hemi<br />
FORD<br />
19mm M14 x 1.50 4.000 147-2501<br />
1.8L & 2.0L Duratec 19mm M14 x 1.50 1.735 251-2501<br />
4.6L Modular V8 18mm M12 x 1.50 1.800 156-2501<br />
289-460 cid (except 351C) 5/8 5/8-18 2.050 150-2501<br />
351C<br />
HONDA<br />
5/8 5/8-18 1.800 154-2501<br />
B Series (B16/18)<br />
MITSUBISHI<br />
19mm M14 x 1.25 1.350 208-2501<br />
2.0L (4G63) DOHC<br />
OLDSMOBILE<br />
19mm M14 x 1.50 1.525 207-2501<br />
V8<br />
PONTIAC<br />
13/16 3/4-16 1.300 180-2501<br />
350-455 cid 5/8 5/8-18 1.580 190-2501<br />
Red part numbers indicate new items<br />
SQUARE DRIVE BALANCER BOLTS<br />
<strong>ARP</strong> offers a special version<br />
of its rugged 200,000 psi rated<br />
balancer bolt that can accept a<br />
standard 1/2˝ drive ratchet or<br />
breaker bar to facilitate rotating<br />
the crank assembly.<br />
• 1/2˝ square drive forged into bolt head, enabling the rotation<br />
of an engine with any 1/2˝ drive tool<br />
• Made from heat-treated 8740 chrome moly steel with heavyduty<br />
black oxide finish<br />
FUEL PUMP PUSHROD KIT<br />
Stock fuel pump pushrods leave a lot to be desired. In fact,<br />
they’ve been known to break at the most inopportune time. To<br />
provide you with required reliability and improved performance,<br />
<strong>ARP</strong> has developed these sophisticated and durable pushrods.<br />
They’re made from premium grade aerospace chrome moly and<br />
centerless ground to precise diameter. A hollow core serves to<br />
reduce the reciprocating mass, which requires less energy to operate.<br />
The less drag on the motor, the more power available to you!<br />
As the crankshaft flexes and twists, the balancer absorbs<br />
incredible amounts of kinetic energy. To ensure that the balancer<br />
is locked in position, <strong>ARP</strong> has developed these ultra strong<br />
200,000 psi bolts that let you exert maximum clamping force.<br />
Special features include 1/4˝ thick, wide area washer and an extra<br />
tall 12-point head that accepts a deep socket and eliminates the<br />
worry of stripping the head.<br />
Application Part No.<br />
BUICK 120-2502<br />
CHEVY<br />
Small Block 134-2503<br />
Big Block 135-2503<br />
CHRYSLER 145-2503<br />
FORD<br />
289-460 cid (except 351C ) 150-2503<br />
351C 154-2502<br />
OLDSMOBILE 180-2502<br />
PONTIAC 190-2502<br />
NOTE: Not for use on roller cams!<br />
Application Diameter OAL Part No.<br />
Chevy Small Block 1/2 5.750˝ 134-8701<br />
Chevy Big Block 1/2 5.750˝ 135-8701<br />
800-826-3045
CAM BOLT KITS<br />
800-826-3045<br />
Install an <strong>ARP</strong> cam bolt kit and end your camshaft timing worries! <strong>ARP</strong> quality delivers increased<br />
pre-load clamping force and assures positive timing gear register. Includes appropriate fasteners for<br />
your application. Increased material strength overcomes valve train harmonics and stress. Added<br />
features include oversized bolt head flange for cam button retention and reduced socket head size to<br />
facilitate easy installation and removal. Available in both High Performance and Pro Series kits.<br />
Application<br />
OIL PUMP DRIVESHAFT KITS<br />
Many an engine has been destroyed as a result of oil pump driveshaft failure. To cure this all-too-common problem, <strong>ARP</strong> has designed an extra<br />
heavy-duty shaft that will provide you with the necessary reliability. The shaft is made from heat-treated, premium grade aerospace chrome moly<br />
steel. Moreover, the shaft diameter is a larger diameter than the OEM unit. These features combine to enable <strong>ARP</strong> shafts to handle the added torque<br />
requirements of increased capacity oil pumps or heavy viscosity lubricants.<br />
CHEVY DRIVES: Made from premium grade 8740 and heat-treated to 190,000 psi, <strong>ARP</strong> uses a unique manufacturing process where<br />
the alignment sleeve is roll formed onto the shaft (not welded or pinned), enabling the sleeve to float, allowing for slight misalignment.<br />
FORD DRIVES: Made from <strong>ARP</strong>2000 and heat-treated to<br />
220,000 psi. These pump drives feature a CNC milled (not<br />
broached) hex, and has the retaining washer installed.<br />
Socket<br />
Size<br />
Thread<br />
Size<br />
UHL<br />
High Perf.<br />
180,000 psi<br />
Pro Series<br />
200,000 psi<br />
BMW<br />
1.6L Mini Cooper - cam sprocket bolt kit<br />
BUICK<br />
19mm M12 x 1.5 2.085 206-1001<br />
All V6<br />
CHEVROLET<br />
3/8 5/16-18 .560 123-1001<br />
265-454 cid 1/2 5/16-18 .750 134-1001 234-1001<br />
265-454 cid - with oversize head for use with cam button 7/16 5/16-18 .750 300-1001<br />
Gen III/LS Series small block - cam retainer plate bolt kit 10mm M8 x 1.25 20mm 134-1002<br />
Gen III/LS Series small block - cam sprocket bolt kit<br />
CHRYSLER<br />
10mm M8 x 1.25 25mm 134-1003<br />
2.0L DOHC & 2.4L DOHC - cam tower stud kit (head# 4667086)<br />
8mm<br />
10mm<br />
M6 x 1.0<br />
M8 x 1.0<br />
1.825<br />
2.115<br />
141-1001<br />
383-440 Wedge & 426 Hemi - 3 bolt pattern 5/8 3/8-16 .750 144-1001<br />
383-440 Wedge & 426 Hemi - 3 bolt pattern (reduced head, extended length)<br />
FORD, SMALL BLOCK<br />
3/8 3/8-16 .875 244-1001<br />
260-289-302 cid (1965-68) 5/8 3/8-16 1.460 154-1001 254-1001<br />
302-351W cid (1969 & later) 5/8 3/8-16 1.580 155-1001 255-1001<br />
351C, 351-400M 5/8 3/8-16 1.970 154-1002 254-1002<br />
351 SVO - cam retainer plate bolt kit 7/16 1/4-20 .750 250-1001<br />
4.6L & 5.4L Modular V8 - M10 cam sprocket bolt kit (1 per cam required) 18mm M10 x 1.5 1.700 256-1002<br />
4.6L & 5.4L Modular V8 - M12 cam sprocket bolt kit (1 per cam required)<br />
FORD, BIG BLOCK<br />
18mm M12 x 1.5 1.800 256-1001<br />
390-428 cid FE Series 5/8 7/16-14 1.750 155-1002 255-1002<br />
429-460 cid<br />
FORD, 4-CYLINDER<br />
5/8 3/8-16 1.580 155-1001 255-1001<br />
2.0L Zetec<br />
MITSUBISHI<br />
18mm M10 x 1.5 1.600 251-1002<br />
2.0L (4B11) Turbo - cam tower stud kit<br />
8mm<br />
10mm<br />
M6 x 1.0<br />
M8 x 1.0<br />
1.825<br />
2.115<br />
107-1001<br />
2.0L (4G63) DOHC - cam sprocket bolt kit<br />
PONTIAC<br />
14mm M12 x 1.25 1.180 107-1002<br />
350-455 cid<br />
TOP FUEL<br />
3/4 1/2-20 1.000 190-1001<br />
Hemi (220,000 psi) 3/8 3/8-24 1.380 244-1002<br />
Red part numbers indicate new items<br />
Application Part No.<br />
CHEVROLET<br />
Small block (all) 134-7901<br />
Big block 135-7901<br />
Big block (+.400 tall deck) 135-7902<br />
IMPORTANT NOTE: Make sure you ALWAYS check<br />
clearances: shaft to block and pump to distributor.<br />
Application Part No.<br />
FORD<br />
239-312 Y block 154-7906<br />
289-302 cid & Boss 302 154-7904<br />
351W 154-7901<br />
351C, 351-400M 154-7905<br />
390-428 cid FE Series 154-7902<br />
429-460 cid 154-7903<br />
59<br />
the engine company components
accessory the company group<br />
60<br />
ALTERNATOR STUD KITS<br />
Strange as it may seem, there have been many races lost in<br />
oval track, off-road and endurance competition due to the OEM<br />
alternator stud failing and the subsequent loss of electrical power.<br />
To prevent this from ever happening, conscientious engine builders<br />
rely on <strong>ARP</strong>’s “bulletproof” alternator studs. They’re made<br />
from a premium grade 8740 chrome moly steel alloy and heattreated<br />
to a nominal 200,000 psi tensile strength. They are very<br />
rigid and won’t bend under the stress of competition, eliminating<br />
problems with alternator pulley alignment. Here’s more reliable<br />
“insurance” from the innovators at <strong>ARP</strong>. Available in 5.000˝ and<br />
5.250˝ lengths. Includes a 12-point nut and flat washer.<br />
COIL BRACKET BOLT KITS<br />
Add a touch of class to your coil bracket installation with an<br />
<strong>ARP</strong> bolt kit. Available in black oxide finished chrome moly or<br />
rust-proof stainless steel, as well as with a conventional<br />
hex head or compact 12-point (great<br />
for use with those coils mounted in tight,<br />
hard-to-reach places). Washers included.<br />
Coil bracket bolts also included in <strong>ARP</strong>’s<br />
popular Engine & Accessory kits.<br />
DISTRIBUTOR STUD KITS<br />
One of the most critical – yet often overlooked – fasteners<br />
used in any engine locks the timing in place. <strong>ARP</strong> offers these<br />
premium grade studs, which are equipped<br />
with vibration-resistant J-form threads,<br />
in your choice of black oxide finished<br />
chrome moly or rust-proof stainless<br />
steel. Select from conventional<br />
hex or space-saving 12-point nuts.<br />
Washers included.<br />
INDIVIDUAL<br />
ACCESSORY<br />
BOLT KITS<br />
Just about any fastener type you can think of is available<br />
from <strong>ARP</strong> in convenient skin-packed cards by product group.<br />
Look for them at your favorite performance parts retailer. And<br />
note that all <strong>ARP</strong> fasteners are proudly manufactured in the<br />
U.S.A. in our own factory. It will pay you to invest in the best.<br />
For your convenience, <strong>ARP</strong> has taken the most popular<br />
combinations and compiled complete Engine & Accessory Bolt<br />
Kits. You’ll find them all on page 63 of this catalog. Each kit contains<br />
about a dozen different fastener groups. They’re available<br />
for engines ranging from Briggs & Stratton to Chevy, Ford,<br />
Chrysler and Pontiac powerplants.<br />
Also available, display skin-packed in groups of five are<br />
“bulk” fasteners that are offered in coarse, fine and metric<br />
threads. These 5-packs come in a wide array of lengths, ranging<br />
from about 1/2˝ to 6 inches. They are offered in polished<br />
stainless steel or black oxide chrome moly steel. You can also get<br />
companion 5-packs of nuts and washers. See the complete listings<br />
on pages 87 -91.<br />
Description OAL<br />
Application<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
CHEVY 130-2302 130-2301 430-2302 430-2301<br />
CHEVY LS<br />
SERIES SMALL<br />
BLOCK<br />
134-2302 134-2301 434-2302 434-2301<br />
FORD 150-2302 150-2301 450-2302 450-2301<br />
Application<br />
Coarse Thread<br />
Length<br />
Fine Thread<br />
Length<br />
Part No.<br />
7/16 stud 5.000 1.000 1.000 300-0501<br />
7/16 stud 5.250 1.000 1.000 300-0502<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
CHEVY 130-1702 130-1701 430-1702 430-1701<br />
FORD 150-1702 150-1701 450-1702 450-1701<br />
PONTIAC 190-1702 190-1701 490-1702 490-1701<br />
800-826-3045
Application<br />
Black Oxide<br />
Hex 12-Point<br />
Stainless 300<br />
Hex 12-Point<br />
CHEVROLET<br />
3/8 alternator pivot bolt kit 430-3303 430-3304<br />
All V8, timing cover bolt kit 200-1502 200-1501 400-1502 400-1501<br />
All V8, water pump, long bolt kit 130-3202 130-3201 430-3202 430-3201<br />
All V8, alternator bracket bolt kit 130-3302 130-3301 430-3302 430-3301<br />
Gen III/LS Series small block, timing cover 134-1501 134-1502 434-1501 434-1502<br />
Gen III/LS Series small block, water pump with<br />
thermostat housing bolts<br />
134-3201 134-3202 434-3201 434-3202<br />
Gen III/LS Series small block, rear motor cover<br />
CHRYSLER<br />
134-1503 134-1504 434-1503 434-1504<br />
KB Hemi, timing cover stud kit<br />
FORD<br />
245-1511 245-1501 445-1511 445-1501<br />
289-302, aluminum timing cover & water pump 154-1504 154-1503 454-1504 454-1503<br />
289-302, cast-iron timing cover & water pump 154-1502 154-1501 454-1502 454-1501<br />
351W, alternator bracket bolt kit<br />
PONTIAC<br />
150-3302 150-3301 450-3302 450-3301<br />
All V8, alternator bracket bolt kit 190-3302 190-3301 490-3302 490-3301<br />
All V8, timing cover and water pump 190-1502 190-1501 490-1502 490-1501<br />
FUEL PUMP<br />
BOLT KITS<br />
THERMOSTAT HOUSING BOLTS<br />
These premium grade bolts<br />
are engineered to properly engage<br />
the manifold threads and resist<br />
loosening. They’re applicationspecific,<br />
and come in your choice<br />
of black oxide finished chrome<br />
moly or rust-proof stainless steel,<br />
with handy 12-point or standard<br />
hex heads. Washers included.<br />
800-826-3045<br />
FRONT COVER,<br />
WATER PUMP<br />
& ALTERNATOR<br />
We have an assortment<br />
of premium quality stainless<br />
steel and black oxide<br />
finish 8740 chrome moly<br />
bolts for the most popular<br />
applications.<br />
Washers included.<br />
These bolts are also<br />
available as part of our<br />
complete Engine & Accessory Kit<br />
packages (see page 63 for details).<br />
Absolute security is yours with <strong>ARP</strong>’s durable fuel pump<br />
bolts. Your choice of black oxide finished chrome moly steel or<br />
rust-proof stainless steel. Both are nominally rated at 170,000<br />
psi and considerably stronger than Grade 8 hardware. Hex or<br />
12-point head. Washers included.<br />
Application<br />
Application Dia. UHL<br />
Black Oxide<br />
Hex 12-Point<br />
Stainless 300<br />
Hex 12-Point<br />
BUICK<br />
350-455 cid, 14 pcs.<br />
CHEVROLET, SMALL BLOCK<br />
3/8 .750 120-1101 120-1201 420-1101 420-1201<br />
12 pieces 3/8 .750 100-1101 100-1201 400-1101 400-1201<br />
12 pieces, drilled 3/8 .750 100-1103 100-1203 400-1103 400-1203<br />
12 pieces<br />
CHEVROLET, BIG BLOCK<br />
3/8 1.000 100-1111 100-1211 400-1111 400-1211<br />
16 pieces 3/8 .750 100-1102 100-1202 400-1102 400-1202<br />
16 pieces, drilled 3/8 .875 400-1104 400-1204<br />
16 pieces<br />
CHRYSLER<br />
3/8 1.000 100-1112 100-1212 400-1112 400-1212<br />
318-340-360 Wedge, 14 pcs.<br />
FORD<br />
5/16 .750 144-1102 144-1202 444-1102 444-1202<br />
16 pieces<br />
OLDSMOBILE<br />
3/8 .750 100-1102 100-1202 400-1102 400-1202<br />
330-455 cid, 14 pcs.<br />
UNIVERSAL<br />
3/8 .750 180-1101 180-1201 480-1101 480-1201<br />
12 pcs., 5/16˝ wrenching 3/8 .750 100-1107 100-1207 400-1107 400-1207<br />
16 pcs., 5/16˝ wrenching 3/8 .750 100-1108 100-1208 400-1108 400-1208<br />
12 pcs., 5/16˝ wrenching 3/8 1.000 100-1109 100-1209 400-1109 400-1209<br />
16 pcs., 5/16˝ wrenching 3/8 1.000 100-1110 100-1210 400-1110 400-1210<br />
16 pcs., 3/8˝ socket, drilled 3/8 .750 400-1105 400-1205<br />
12 pcs., 3/8˝ socket, drilled 3/8 .875 400-1106 400-1206<br />
Application UHL<br />
<strong>ARP</strong> manufactures<br />
premium grade bolt<br />
kits to facilitate installation<br />
of exhaust headers<br />
in both stainless steel or<br />
8740 chrome moly steel. The<br />
Stainless 300 material is not affected by corrosion<br />
or extreme heat, making it ideal for<br />
the application. What’s more, the compact<br />
12-point nut version lets you easily slip a socket<br />
close to the pipe. Each <strong>ARP</strong> bolt kit includes<br />
the specific number of parts for your application,<br />
plus premium-quality washers and hex or<br />
12-point nuts, as required. The black oxide<br />
finished chrome moly bolts and stainless<br />
steel fasteners are nominally rated at<br />
170,000 psi tensile strength. Specially<br />
drilled “NASCAR” models<br />
available for those who wish<br />
to safety wire their header<br />
bolts to prevent loosening.<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
CHEVY (3 PC) 1.00/2.00 130-7402 130-7401 430-7402 430-7401<br />
CHEVY LS SERIES<br />
SMALL BLOCK<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
CHEVROLET 130-1602 130-1601 430-1602 430-1601<br />
PONTIAC 190-1602 190-1601 490-1602 490-1601<br />
HEADER BOLTS<br />
20mm 134-7402 134-7401 434-7402 434-7401<br />
FORD FE 2.250 155-7402 155-7401 455-7402 455-7401<br />
FORD 351W 0.875 150-7402 150-7401 450-7402 450-7401<br />
PONTIAC 1.000 190-7402 190-7401 490-7402 490-7401<br />
61<br />
the accessory company group
accessory the company group<br />
62<br />
INTAKE MANIFOLD B0LTS<br />
AMC<br />
OIL PAN<br />
BOLTS<br />
Application<br />
<strong>ARP</strong>’s premium grade pan bolts combine<br />
sealing efficiency with good looks.<br />
They are available in black oxide finished<br />
chrome moly steel or rust-proof stainless<br />
steel. Also, take your pick from conventional<br />
hex bolt heads and a space-saving<br />
12-point design. Includes washers. For<br />
details on <strong>ARP</strong> oil pan stud kits refer to<br />
page 52 of this catalog.<br />
VALVE COVER BOLT KITS<br />
<strong>ARP</strong> offers special valve cover bolts both as individual packages, or<br />
included in complete Engine & Accessory Kits (see page 63). The bolts<br />
are offered in a choice of chrome moly steel with a black oxide finish<br />
or corrosion-proof polished stainless steel (<strong>ARP</strong> Stainless 300 material)<br />
Additionally, you have a choice between conventional hex head bolts<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
290-343-390 cid, uses 3/8˝ socket 114-2001 414-2001 414-2101<br />
BUICK<br />
3.8L V6 123-2001 423-2001<br />
215 cid, uses 3/8˝ socket 124-2001 124-2101 424-2001 424-2101<br />
CHEVROLET<br />
265-400 cid, factory OEM 134-2001 134-2101 434-2001 434-2101<br />
305-350 Vortec, fits most aftermarket alum. intakes 134-2002 134-2103 434-2002 434-2102<br />
LS1, LS4, LS6, 4.8L-RL4, 5.3L-LM7, 6.0L-LQ4 130-2001 130-2101 430-2001 430-2101<br />
Gen III/ LS Series small block, valley cover bolts 134-8001 134-8002 434-8001 434-8002<br />
396-454 cid, 1.250˝ U.H.L 135-2001 135-2101 435-2001 435-2101<br />
502 cid, 1.500˝ U.H.L 135-2002 435-2002 435-2102<br />
CHRYSLER<br />
318-440 Wedge, uses 3/8˝ socket 144-2001 144-2101 444-2001 444-2101<br />
FORD<br />
260-289-302-351W, uses 3/8˝ socket 154-2001 154-2101 454-2001 454-2101<br />
351C, 351-400M 154-2004 154-2104 454-2004 454-2104<br />
390-428 cid FE Series 155-2002 155-2102 455-2002 455-2102<br />
429-460 cid 155-2005 155-2105 455-2001 455-2101<br />
PONTIAC<br />
350-455 cid, uses 3/8˝ socket 194-2001 194-2101 494-2001 494-2101<br />
Application<br />
CAST ALUMINUM COVERS<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
Bolt kit, 1/4-20, 8 pieces 100-7507 100-7503 400-7507 400-7503<br />
Bolt kit, 1/4-20, 14 pieces 100-7504 100-7508 400-7508 400-7504<br />
Chevy, Gen III/LS Series small block 100-7524 100-7523 400-7529 400-7530<br />
STAMPED STEEL COVERS<br />
CHEVROLET<br />
Application<br />
350 Chevy, center bolted valve cover 100-7509 100-7510 400-7509 400-7510<br />
Bolt kit, 1/4-20, 8 pieces 100-7505 100-7501 400-7505 400-7501<br />
Bolt kit, 1/4-20, 14 pieces 100-7506 100-7502 400-7506 400-7502<br />
Prevent intake manifold leaks with<br />
<strong>ARP</strong>’s quality fasteners. They’re super<br />
strong and precision machined for<br />
optimum thread engagement. Wide<br />
underhead flange and companion washers<br />
provide even load<br />
distribution. Precision<br />
rolled threads prevent<br />
galling while promoting<br />
more consistent torque<br />
loading. Also facilitates<br />
optimum sealing of gasket surfaces.<br />
Available in choice of black oxide finished<br />
chrome moly or corrosion resistant stainless<br />
steel, as well as hex or 12-point heads.<br />
Both materials are nominally rated at<br />
170,000 psi. Washers included.<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
265-400 cid (w/ standard 2-pc. cork gasket) 234-1802 234-1801 434-1802 434-1801<br />
265-400 cid (w/ 1-pc. rubber gasket ) 134-1802 134-1801 434-1804 434-1803<br />
Gen III/LS Series small block 134-6901 134-6902 434-6901 434-6902<br />
396-454 cid (w/ standard 2-pc. cork gasket) 235-1802 235-1801 435-1802 435-1801<br />
396-454 cid (w/ 1-pc. rubber gasket )<br />
CHRYSLER<br />
135-1802 135-1801 435-1804 435-1803<br />
318-340-360 Wedge & 318-360 Magnum<br />
FORD<br />
200-1802 200-1801 400-1802 400-1801<br />
289-302-351C & 351W (early model) 254-1802 254-1801 454-1802 454-1801<br />
302-351W (late model with side rails) 254-1804 254-1803 454-1804 454-1803<br />
390-428 cid FE Series<br />
PONTIAC<br />
255-1802 255-1801 455-1802 455-1801<br />
350-455 cid 200-1802 200-1801 400-1802 400-1801<br />
Red part numbers indicate new items<br />
and nuts or compact, easy access 12-point designs. The heads feature a<br />
wide base for better load distribution and sealing (helps prevent those<br />
pesky gasket leaks), while the compact head is easily accessed. Kits are<br />
shipped with the required flat washers. <strong>ARP</strong> also manufactures valve<br />
cover stud kits, which are listed on page 50 of this catalog.<br />
800-826-3045
ENGINE & ACCESSORY<br />
FASTENER KITS<br />
It’s easy to assemble a show-quality engine when you use<br />
<strong>ARP</strong>’s handy Engine & Accessory Fastener Kit. Virtually everything<br />
you need comes completely organized in one convenient<br />
package (no need to deal with twelve different part numbers)!<br />
More importantly, each and every fastener is superior in strength<br />
to the OEM bolts, and also significantly better than hardware<br />
grades (even Grade 8). You have a choice of two premium quality<br />
materials and finishes.<br />
Traditionalists will appreciate the strength and functionality<br />
of <strong>ARP</strong>’s heat-treated 8740 Chrome Moly steel alloy bolts, which<br />
feature a black oxide finish.<br />
Those who desire a dazzling engine will no doubt prefer<br />
fasteners made of <strong>ARP</strong>’s specially alloyed Stainless 300 material,<br />
which has the added benefit of being virtually impervious to rust<br />
and corrosion. The stainless steel is polished to achieve a brilliant<br />
luster, and provides a distinctive, maintenance-free environment.<br />
Each kit has a dozen different type fasteners, all neatly organized<br />
and labeled in protective vacuum-wrapped packages.<br />
Both materials are nominally rated at 170,000 psi tensile<br />
strength and come in both hex and 12-point heads.<br />
Please note that these kits are designed for carbureted engines.<br />
Newer EFI applications may require the purchase of additional<br />
fasteners.<br />
• Each Kit Contains 12 Groups of Fasteners<br />
(except for Briggs & Stratton)<br />
• Black Oxide Finish 8740 Chrome Moly Steel or Stainless<br />
Polished Steel<br />
• Stronger Than Any Hardware Grades<br />
• Choice Of Hex or 12-Point Heads<br />
• Available For All Popular Engine Types<br />
• 100% Satisfaction Guaranteed.<br />
• Save Time, Money and Hassles!<br />
800-826-3045<br />
Everything you need to attach components<br />
and accessories from a long block on up is<br />
packaged in one economical, convenient kit!<br />
Application<br />
Hex<br />
Black Oxide<br />
12-Point<br />
Stainless 300<br />
Hex 12-Point<br />
BRIGGS & STRATTON<br />
4-cycle, 5 horsepower Jr. Dragster<br />
CHEVROLET<br />
500-9601 500-9501<br />
350-400 cid with headers (1986 & earlier) ➊ 534-9801 534-9701 534-9601 534-9501<br />
305-350 cid with headers (1987-95) 534-9802 534-9702 534-9602 534-9502<br />
350 LT1-LT4 with headers (1992-97) 534-9803 534-9703 534-9603 534-9503<br />
305-350 Vortec with headers (1996 & later) except LS1 and LS6 534-9804 534-9704 534-9604 534-9504<br />
Gen III/LS Series small block with or without headers 534-9805 534-9705 534-9605 534-9505<br />
396-454 cid ➊<br />
CHRYSLER<br />
535-9801 535-9701 535-9601 535-9501<br />
318-340-360 Wedge ➊ 544-9801 544-9701 544-9601 544-9501<br />
383-440 Wedge<br />
FORD<br />
545-9801 545-9701 545-9601 545-9501<br />
289-302 cid ➊ 554-9801 554-9701 554-9601 554-9501<br />
Boss 302 ➊ 554-9802 554-9702 554-9602 554-9502<br />
351 Cleveland 554-9804 554-9704 554-9604 554-9504<br />
351 Windsor ➊ 554-9803 554-9703 554-9603 554-9503<br />
390-428 FE Series 555-9802 555-9702 555-9602 555-9502<br />
429-460 cid ➊<br />
PONTIAC<br />
555-9801 555-9701 555-9601 555-9501<br />
350-455 cid ➊<br />
SUZUKI<br />
594-9801 594-9701 594-9601 594-9501<br />
GSX 1300R Hayabusa - Case halves bolt kit 471-9501<br />
GSX 1300R Hayabusa - Accessory bolt kit 571-9501<br />
➊ 1987 & newer EFI engines or those with aftermarket components may require additional fasteners be purchased<br />
g Intake manifold bolts<br />
g Valve cover bolts<br />
g Thermostat housing bolts<br />
g Alternator bracket bolts<br />
g Distributor bracket bolts<br />
g Motor mount bolts<br />
g Oil pan bolts<br />
g Coil bracket bolts<br />
g Header bolts<br />
g Front cover bolts<br />
g Water pump bolts<br />
g Fuel pump bolts<br />
Red part numbers indicate new items<br />
63<br />
the accessory company group
the driveline<br />
company<br />
64<br />
FLYWHEEL<br />
BOLT KITS<br />
Flywheel and Flexplate bolts play an<br />
important role in the performance and<br />
safety of race cars and street machines<br />
alike. That’s why the fastener experts at<br />
<strong>ARP</strong> have developed special bolts that<br />
are far superior to OEM hardware. <strong>ARP</strong><br />
offers two styles of Flywheel/Flexplate<br />
bolts: High Performance and Pro Series.<br />
They are both forged from aerospace alloy<br />
and heat-treated prior to thread rolling<br />
and machining. Both feature an exclusive,<br />
flat, 12-point head design and larger<br />
than stock shank diameter for increased<br />
strength and improved flywheel register.<br />
The popular High Performance series is<br />
rated at 180,000 psi, and the premium<br />
grade Pro Series, originally developed for<br />
NASCAR competition, has a 200,000 psi<br />
rating. Complete with washers and nuts<br />
where applicable.<br />
NOTE: The thread size of metric fasteners is listed<br />
using international designations. For example,<br />
“M10” indicates a 10mm thread size.<br />
Application UHL Thread Size High Perf. Pro Series<br />
BMC<br />
1600cc A Series .900 3/8-24 206-2802<br />
BMW<br />
2.3L (S14) (22mm UHL) .870 M12 x 1.5 201-2801<br />
2.3L (S14) (28mm UHL) 1.100 M12 x 1.5 201-2802<br />
CHEVROLET<br />
90° V6 & 265-454 V8 with 2pc. rear seal 1.000 7/16-20 100-2801 200-2802<br />
90° V6 & 305-502 V8 with 1pc. rear seal 1.000 7/16-20 200-2807<br />
Gen III/LS Series small block .880 M11 x 1.5 330-2802<br />
V8 with Tilton flywheel, uses 1/2˝ socket .875 7/16-20 330-2801<br />
CHRYSLER/DODGE<br />
SL6, 3.9L V6 & 273-440 V8 w/ 6 bolt crank .875 7/16-20 240-2801<br />
Aftermarket 383-440 V8 & Hemi w/ 8 bolt crank .875 1/2-20 245-2801<br />
5.7L, 6.1L & 6.4L Hemi V8 1.000 M10 x 1.0 147-2801<br />
FORD<br />
1.8L & 2.0L Duratec .990 M12 x 1.0 251-2802<br />
2.0L (YB Series) Cosworth 1.150 M10 x 1.0 251-2803<br />
2.0L Zetec .900 M11 x 1.0 251-2801<br />
2000cc Pinto 1.150 M10 x 1.0 151-2801<br />
4.6L & 5.4L Modular V8 1.000 M10 x 1.0 254-2801<br />
289-460 V8 1.000 7/16-20 100-2801 200-2802<br />
351 NASCAR V8, uses 3/4˝ socket .925 7/16-20 350-2802<br />
V8 with Tilton flywheel, uses 1/2˝ socket .950 7/16-20 350-2801<br />
HONDA<br />
1.5L & 1.6L SOHC, D Series (6 pcs.) .990 M12 x 1.0 208-2801<br />
1.6L, 1.7L, 1.8L & 2.0L DOHC, B Series (8 pcs.) .990 M12 x 1.0 208-2802<br />
PONTIAC<br />
Iron Duke 4 cylinder (12 pcs.) .750 7/16-20 291-2801<br />
350-455 V8 with washers (6 pcs.) 1.000 1/2-20 290-2802<br />
PORSCHE<br />
2.0L-3.0L air cooled engines (1970-77) 1.000 M12 x 1.25 204-2802<br />
3.0L-3.8L air cooled engines (1978-97) .770 M10 x 1.25 204-2801<br />
ROVER<br />
K Series (6 pcs.) .826 M10 x 1.0 206-2803<br />
TOP FUEL<br />
8740 with washers (200,000 psi) 1.000 1/2-20 200-2804<br />
L19 with washers (260,000 psi) 1.000 1/2-20 200-2805<br />
TOYOTA<br />
1.6L (4AGE) DOHC (8 pcs.) 1.050 M10 x 1.25 203-2802<br />
2.0L (3SGTE) DOHC (8 pcs.) 1.000 M12 x 1.25 203-2801<br />
2.2L (20R) & 2.4L (22R) (6 pcs.) 1.040 M11 x 1.25 203-2803<br />
VAUXHALL/OPEL<br />
2.0L .985 M10 x 1.25 209-2801<br />
Red part numbers indicate new items<br />
800-826-3045
FLExPLATE<br />
BOLT KITS<br />
TORQUE CONVERTER BOLTS<br />
800-826-3045<br />
Application UHL Thread Size High Perf. Pro Series<br />
CHEVROLET<br />
90° V6 & 265-454 V8 with 2pc. rear seal .680 7/16-20 100-2901 200-2902<br />
90° V6 & 305-502 V8 with 1pc. rear seal .725 7/16-20 200-2906<br />
Gen III/LS Series small block .880 M11 x 1.5 244-2901<br />
CHRYSLER/DODGE<br />
SL6, 3.9L V6 & 273-440 V8 w/ 6 bolt crank .500 7/16-20 200-2903<br />
Aftermarket 383-440 V8 & Hemi w/ 8 bolt crank .500 1/2-20 200-2905<br />
5.7L, 6.1L & 6.4L Hemi V8 .700 M10 x 1.0 147-2902<br />
5.9L 12V & 24V Dodge/Cummins diesel .700 M12 x 1.25 147-2901<br />
FORD<br />
2000cc & 2300cc Pinto .800 M10 x 1.0 251-2901<br />
289-460 V8 .680 7/16-20 100-2901 200-2902<br />
4.6L & 5.4L Modular V8 .800 M10 x 1.0 254-2901<br />
PONTIAC<br />
350-455 V8 .675 1/2-20 200-2904<br />
Application UHL Thread Size Pro Series<br />
CHRYSLER/DODGE<br />
Torqueflite 727 & 904 w/ production converter .450 5/16-24 240-7301<br />
Torqueflite 727 & 904 w/ aftermarket converter .500 7/16-20 240-7302<br />
NAG1 five speed automatic w/ production converter .700 M8 X1.25 147-7301<br />
GENERAL MOTORS<br />
Powerglide, TH350 & TH400 w/ production converter .750 3/8-24 230-7301<br />
Powerglide, TH350 & TH400 w/ most aftermarket converter .725 7/16-20 230-7302<br />
Powerglide, TH350 & TH400 w/ race converter - 1/2” thick tabs 1.250 7/16-20 230-7303<br />
200, 700, 4L60 & 4L80 (3pcs. car) .590 M10 x 1.5 230-7304<br />
200, 700, 4L60 & 4L80 (6pcs. truck) .590 M10 x 1.5 230-7305<br />
Universal IMCA Brenn drive flange kit (6 bolts) 1.250 7/16-20 230-7306<br />
The importance of pressure plate bolts in a racing<br />
or hi-performance street application cannot be<br />
emphasized nearly enough. These fasteners play a key<br />
role in both the performance and safety of a vehicle.<br />
Because of this, <strong>ARP</strong> has developed special pressure<br />
plate bolts that are application specific to ensure the<br />
optimum grip length. <strong>ARP</strong> offers High Performance<br />
Series bolts that are made from a premium grade<br />
chrome moly and hardened to a nominal tensile<br />
strength of 180,000 psi. The Pro Series<br />
bolts, originally developed for NASCAR<br />
competition, are stronger and rated at<br />
200,000 psi. Both models feature<br />
a large diameter,<br />
low-profile design.<br />
Complete with<br />
washers.<br />
Red part numbers indicate new items<br />
You can forget about the problem of<br />
shearing a torque converter bolt after you<br />
install these super strong 200,000 psi gems.<br />
They are designed for each specific application<br />
and provide the optimum grip. Kits<br />
come with hardened parallel-ground washers.<br />
AUTO TRANS PAN BOLT KITS<br />
Here’s another area in which <strong>ARP</strong> provides a<br />
Application 12-Point superior strength fastener that will provide bet-<br />
GENERAL MOTORS<br />
Turbo 350-400 430-0401<br />
ter reliability than the OEM hardware. Made of<br />
rust-proof stainless steel, they’re attractive, too.<br />
Includes washers.<br />
Red part numbers indicate new items<br />
CLUTCH COVER/PRESSURE PLATE BOLT KITS<br />
Application Thread Size High Perf. Pro Series<br />
CHEVROLET<br />
265-502 V8 3/8-16 130-2201 230-2202<br />
V8 with Tilton flywheel and 3 disk AP clutch 5/16-24 330-2202<br />
V8 with Tilton flywheel (1.500 UHL bolts) 5/16-24 330-2203<br />
Gen III/LS Series small block M10 x 1.50 134-2201<br />
CHRYSLER/DODGE<br />
5.7L, 6.1L & 6.4L Hemi V8 M10 X1.50 147-2201<br />
FORD<br />
289-460 V8 (1985 & earlier) 5/16-18 150-2201 250-2201<br />
302-351W V8 (1986-95) M8 x 1.25 150-2202<br />
4.6L & 5.4L Modular V8 M10 x 1.50 156-2201<br />
V8 w/ Tilton flywheel and 3 disk AP clutch (hex) 5/16-24 350-2202<br />
V8 w/ Tilton flywheel and 3 disk AP clutch (12pt) 5/16-24 350-2203<br />
HONDA<br />
SOHC D Series (6 pcs.) M8 x 1.25 108-2201<br />
DOHC B Series (9 pcs.) M8 x 1.25 108-2202<br />
PONTIAC<br />
350-455 V8 3/8-16 190-2201 290-2201<br />
Red part numbers indicate new items<br />
65<br />
the driveline company
the driveline<br />
company<br />
66<br />
BELLHOUSING STUD KITS<br />
Here’s just what you need to secure a bellhousing<br />
in place. The studs are designed with a radiused<br />
head to position the bellhousing and accept nuts<br />
without the fear of cross-threading. Choice of rugged<br />
8740 heat-treated alloy or rust-proof stainless<br />
steel. Complete with nuts and flat washers.<br />
PUMP & LOWER PULLEY BOLTS<br />
To provide the reliability<br />
required in racing and<br />
high performance street<br />
applications, <strong>ARP</strong> offers<br />
premium grade 170,000<br />
psi fasteners to securely<br />
attach the water pump<br />
and lower pulleys. You<br />
can count on them to perform.<br />
Washers included.<br />
LOWER PULLEY<br />
CHEVROLET<br />
MOTOR MOUNT BOLTS<br />
Secure any engine with complete confidence with <strong>ARP</strong>’s rugged motor mount bolts.<br />
You can choose between black oxide finished 8740 chrome moly or corrosion-resistant<br />
stainless steel; choice of hex or 12-point head. Kits come complete with flat washers.<br />
CHEVROLET<br />
Application<br />
Application Thread UHL Socket Size High Perf. Stainless<br />
SB & BB, 12 pt, 3-pc. 3/8-24 .750 3/8 430-6801<br />
SB & BB, 12 pt, 3-pc. 3/8-24 2.125 1/2 334-6801<br />
FORD<br />
12 pt, 3-pc. 3/8-16 1.000 3/8 350-6801 450-6803<br />
12 pt, 4-pc. 3/8-16 1.000 3/8 350-6802 450-6803<br />
WATER PUMP PULLEY, 12 PT<br />
12 pt, 4-pc. 5/16-24 .750 3/8 430-6802<br />
STAINLESS STEEL REAR END COVER<br />
GM<br />
Application UHL Thread Part No.<br />
10-bolt .750 5/16-18 437-3001<br />
12-bolt .750 5/16-18 437-3002<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
V6 & V8 mount to block 130-3102 130-3101 430-3102 430-3101<br />
V6 & V8 mount to frame 130-3105 430-3105<br />
Gen III/LS Series small block<br />
mount bracket to block<br />
FORD<br />
134-3102 134-3101 434-3102 434-3101<br />
289-302-351W<br />
PONTIAC<br />
150-3102 150-3101 450-3102 450-3101<br />
All V8 190-3102 190-3101 490-3102 490-3101<br />
Application Dia. Length Pro Series Stainless<br />
Chevy, Chrysler KB Hemi 3/8 2.000 245-0901 445-0901<br />
Top fuel motor plate (std.) 7/16 2.150 245-0202<br />
Top fuel motor plate (w/ 1/4” spacer) 7/16 2.400 245-0201<br />
Here’s an easy way to enhance the appearance of any GM 10 or<br />
12-bolt rear end setup. <strong>ARP</strong>’s stainless steel rear end cover bolts offer<br />
a lustrous contrast to a painted OEM cover or perfectly compliment<br />
a chrome plated aftermarket version. These<br />
sturdy 170,000 psi bolts are much stronger<br />
than stock (or even Grade 8) hardware,<br />
have precision machined threads<br />
for secure engagement, and<br />
won’t rust. Washers included.<br />
800-826-3045
RING GEAR BOLT KITS<br />
The tremendous shock loads generated at launch by most any drag racing vehicle equipped<br />
with today’s sticky tire compounds or the acceleration and deceleration of oval track cars<br />
put considerable strain on the ring gear. For this reason, the fastener experts at <strong>ARP</strong> have<br />
developed the Pro Series ring gear bolts. They’re forged from premium grade 8740 chrome<br />
moly steel and are heat-treated to a nominal rating of 200,000 psi tensile strength. Specially<br />
hardened, precision-ground washers are included where required. Available to fit most any ring<br />
gear setup ranging from popular 9˝ Ford GM 10 & 12-bolt rear ends to the beefy Strange differentials<br />
found in Top Fuel and Funny Car applications.<br />
800-826-3045<br />
TECH NOTE<br />
It is critically important to properly tighten<br />
ring gear bolts and make sure they don’t<br />
loosen. This is especially important in drag<br />
cars with tire shake. It’s also a good idea to<br />
check bolt tightness on a routine basis. If you<br />
use a locking compound (like Loc-Tite), it is<br />
best to install the ring gear first without any<br />
compound, then remove the bolts one at a<br />
time, reinstalling them with the compound. Be<br />
sure and torque each bolt before going on to<br />
the next one, because the Loc-Tite sets up fast.<br />
Install and torque the bolts in an alternating or<br />
crossing pattern to distribute the load evenly<br />
around the ring gear.<br />
CARRIER<br />
FASTENERS<br />
When assembling a rear end, optimum reliability can<br />
be obtained by employing these rugged chrome moly bolts<br />
and studs.<br />
CHRYSLER<br />
The perfect upgrade for many original brake hat bolts, this <strong>ARP</strong> kit features bolts<br />
produced from only the finest quality 8740 chrome moly. Features an exclusive 12-point<br />
cap screw design and appropriate grip length per the application. All <strong>ARP</strong> brake hat<br />
bolts are drilled to permit safety wiring. Rated 200,000 psi tensile strength.<br />
Application UHL Thread Part No.<br />
7 1/4˝ and 8 3/4˝ (1972 & earlier) .390 grip .835 3/8-24 LH 240-3001<br />
Clutch-type LSD- case half bolts with washers 2.800 3/8-24 LH 250-3006<br />
FORD<br />
8˝ ring gear bolt kit with washers .940 7/16-20 250-3009<br />
9˝ uses 5/8˝ socket .940 7/16-20 250-3002<br />
8.8˝ and 9˝ uses 3/4˝ socket .750 7/16-20 250-3003<br />
Ring gear bolt kit with washers, 1/2˝ shank 1.060 7/16-20 350-3004<br />
GENERAL MOTORS<br />
10 and 12-bolt .800 3/8-24 230-3001<br />
Camaro/Pickup Truck .850 7/16-20 LH 230-3002<br />
STRANGE<br />
Top Fuel differential with washers 1.200 7/16-20 250-3001<br />
VOLKSWAGEN<br />
VW 020 ring gear bolt kit with 12pt nuts 1.200 M9 x 1.00 204-3001<br />
VW 02A ring gear bolt kit with 12pt nuts 1.180 M10 x 1.25 204-3002<br />
VW 02M ring gear bolt kit with 12pt nuts 1.100 M9 x 1.00 204-3003<br />
FORD<br />
BRAKE HAT BOLT KITS<br />
Application UHL Part No.<br />
5/16-24 with washers .880 300-0801<br />
5/16-18 with washers .850 300-0802<br />
1/4-28 (48 pcs.) .750 300-0803<br />
Application UHL Thread Part No.<br />
8˝ carrier bearing stud kit 2.600 7/16-14,7/16-20 250-3008<br />
8˝ and 9˝ pinion support bolt kit 1.000 3/8-16 250-3007<br />
9˝ carrier bearing stud kit 3.250 1/2-13, 1/2-20 250-3004<br />
9˝ carrier bearing stud kit, H case (hex) 3.400 1/2-13, 1/2-20 250-3012<br />
9˝ carrier bearing stud kit, H case (12pt) 3.400 1/2-13, 1/2-20 250-3013<br />
9˝ housing stud kit (10 pcs.) 1.645 3/8-24 250-3005<br />
9˝ pinion support stud kit (12 pt, ss) 2.000 3/8-16, 3/8-24 250-3010<br />
9˝ pinion support stud kit (hex, ss) 2.000 3/8-16, 3/8-24 250-3011<br />
9˝ pinion support stud kit (12 pt, blk) 2.000 3/8-16, 3/8-24 250-3020<br />
9˝ pinion support stud kit (hex, blk) 2.000 3/8-16, 3/8-24 250-3021<br />
67<br />
the driveline company
the driveline<br />
company<br />
68<br />
WHEEL STUDS<br />
<strong>ARP</strong>’s heat-treated 8740 chrome moly wheel studs are a<br />
much-needed replacement for any car engaged in oval track<br />
or drag racing competition. They have a tensile strength of<br />
200,000 psi and are able to easily handle the tremendous<br />
acceleration shock loads (shear) and lateral forces (elongation)<br />
found in racing. The studs are sold in 4 or 5 packs and<br />
are cadmium plated for extra durability. Nuts not included.<br />
Now available for all popular applications, including General<br />
Motors, Ford, Honda and Chrysler replacements, as well as<br />
for oval track racing and aftermarket street and strip axles.<br />
Application<br />
*For use with most “Wide Five” drive hubs<br />
A<br />
Knurl Dia.<br />
L1<br />
UHL<br />
L2<br />
Knurl Length<br />
L3<br />
Nose Length<br />
Thread<br />
Size<br />
Part No.<br />
CHRYSLER<br />
Chrysler, rear .680 3.125 .400 .400 1/2-20 100-7705<br />
DODGE<br />
Neon, front .585 2.450 .256 .360 M12 x 1.5 100-7721<br />
FORD<br />
Ford, rear disc brakes/Chrysler front .625 3.500 .400 .437 1/2-20 100-7703<br />
Ford, front disc brakes, early .618 3.050 1.000 .250 1/2-20 100-7707<br />
Mustang II front .554 3.435 .390 .435 1/2-20 100-7714<br />
Mustang (2005 & later) front .550 3.315 .300 .300 1/2-20 100-7722<br />
Mustang (2005 & later) rear .615 3.115 .300 .300 1/2-20 100-7723<br />
GM<br />
Late GM drum brake .486 3.165 .420 .308 7/16-20 100-7701<br />
Late GM disc brake and early drum brake .580 3.200 .300 .305 7/16-20 100-7702<br />
Late GM Camaro, Firebird, Corvette .509 2.500 .315 none M12 x 1.5 100-7708<br />
Late GM Camaro, Firebird, Corvette .509 3.250 .315 none M12 x 1.5 100-7713<br />
HONDA<br />
Stock replacement (1996 & earlier) 4 pack .485 1.850 .275 .350 M12 x 1.5 100-7709<br />
Stock replacement (1997 & later) 5 pack .485 1.850 .275 .350 M12 x 1.5 100-7710<br />
Extended length (1996 & earlier) 4 pack .485 2.850 .275 .350 M12 x 1.5 100-7711<br />
Extended length (1997 & later) 5 pack .485 2.850 .275 .350 M12 x 1.5 100-7712<br />
LEXUS<br />
IS 300 .558 2.600 .230 none M12 x 1.5 100-7715<br />
MAZDA<br />
Miata, front and rear (1990-93) & front (1994-05) 4 pack .507 2.750 .335 .350 M12 x 1.5 100-7719<br />
Miata, rear (1994-05) 4 pack .579 2.750 .300 .350 M12 x 1.5 100-7720<br />
MITSUBISHI<br />
Lancer EVO VIII .565 3.000 .270 .350 M12 x 1.5 100-7717<br />
SUBARU<br />
WRX .565 3.000 .270 .350 M12 x 1.25 100-7716<br />
TOYOTA<br />
Celica GTS (1986-89) front .565 2.340 .325 .363 M12 x 1.5 100-7718<br />
OTHERS<br />
Aftermarket axles, 12 pt style head none 3.470 none .500 1/2-20 100-7704<br />
Speedway Eng, Pro 4 disc .568 2.970 .710 .465 1/2-20 100-7706<br />
DRIVE PLATE<br />
BOLT KITS<br />
Developed for racers who leave<br />
nothing to chance, <strong>ARP</strong>’s special<br />
drive plate bolts have many<br />
important features, including use<br />
of a premium grade chrome moly alloy,<br />
heat-treating to 200,00 psi, J-form thread rolling<br />
after heat-treat and a special profile. The<br />
bolts come with special precision-ground washers.<br />
Application UHL Part No.<br />
7/16-14, 12 pt, drilled (8 pcs.)* 1.500 200-3401<br />
7/16-14, 12 pt, drilled (5 pcs.)* 1.500 200-3402<br />
SPRINT CAR<br />
DRIVE PINS<br />
<strong>ARP</strong> sprint car drive pins feature a broached<br />
hex for ease of installation and proper pre-load while<br />
the rounded end facilitates quick, positive wheel location.<br />
All critical shear points feature a large radius for improved reliability<br />
and maximum load carrying capacity. Drive pins are rated<br />
200,000 psi tensile strength.<br />
Application UHL Part No.<br />
Front, 2.450˝ OAL 1/2-20 200-2601<br />
Rear, 3.275˝ OAL 1/2-20 200-2602<br />
800-826-3045
NOTE: The products listed in this section have been designed to comply<br />
with NASCAR ® rules. No specific endorsement by NASCAR ® is implied.<br />
SPEED STUDS ™<br />
Because races can be won or lost in the pits, the engineers at <strong>ARP</strong><br />
set about to create the ultimate oval track competition wheel stud<br />
that facilitates accurate wheel positioning and quicker release/tightening<br />
of lug nuts. <strong>ARP</strong>’s new “Speed Studs” (and companion “Speed<br />
Nuts”) are so good that a large number of NASCAR teams in Sprint<br />
Cup, Nationwide and Camping World Truck Series use them exclusively.<br />
They’re made from heat-treated 200,000 psi chrome moly<br />
steel and feature precision J-form threads (formed after heat-treat for<br />
improved fatigue strength), exclusive nut-starter and bullet shape radius<br />
that all but eliminates cross-threading, shot-peening, special baked-on<br />
dry film lubricant (reduces possibility of galling and assures consistent<br />
clamp loads), and double magnaflux inspection. A new head<br />
design is employed that fits the registers of all popular hubs without<br />
grinding, and studs are available in 31 underhead lengths to provide you<br />
with the optimum thread engagement for your particular setup. The<br />
finest studs available!<br />
SPEED NUTS ™<br />
190,000 PSI tensile strength<br />
Designed for professional racing environments where splitsecond<br />
improvements in pit stop times can make the winning<br />
difference, and “unbustable” reliability is an absolute must. <strong>ARP</strong>’s<br />
Speed Nuts feature a profiled nut face for easy installation, quicker<br />
socket releases and resistance to jamming. They’re made from<br />
premium heat-treated chrome moly that’s nominally rated at<br />
200,000 psi tensile strength, shot-peened to remove stress risers<br />
and double magnafluxed after heat-treating and thread-forming<br />
to assure 100% metallurgical integrity. Coated with Alumotef<br />
III gold coating. Speed Nuts are ready for “instant” use (thread<br />
chasing not required).<br />
800-826-3045<br />
Nut face profile radiused<br />
Baked-on dry<br />
film lubricant<br />
Available in<br />
10-piece packs<br />
Application UHL Part No.<br />
NASCAR, 10-piece, fine 5/8-18 300-7801<br />
IMCA Wide 5, 10-piece, coarse 5/8-11 300-7802<br />
Bullet-shaped<br />
nut-starter nose<br />
Precision J-form threads<br />
Available in<br />
5-piece packs<br />
Head fits all<br />
popular hubs<br />
Note: All Speed Stud™<br />
applications<br />
fit Stock Car<br />
Products and<br />
Speedway<br />
Engineering Hubs<br />
without grinding<br />
or modifications.<br />
190,000 PSI chrome moly<br />
Threads rolled<br />
after heat treat<br />
Baked-on dry film<br />
lubricant<br />
Custom sizes available<br />
L1 - Thread Length L2 - UHL L3 - Knurl Length Part No.<br />
FINE THREAD (THREAD SPECS - 5/8-18, KNURL DIAMETER - .660)<br />
1.600 2.450 .500 300-7710<br />
1.700 2.550 .600 300-7711<br />
1.750 2.600 .650 300-7725<br />
1.800 2.650 .700 300-7712<br />
1.850 2.700 .750 300-7726<br />
1.900 2.750 .675 300-7705<br />
1.950 2.800 .850 300-7727<br />
2.000 2.850 .900 300-7713<br />
2.050 2.900 .825 300-7706<br />
2.100 2.950 1.000 300-7714<br />
2.150 3.000 1.050 300-7728<br />
2.200 3.050 1.100 300-7715<br />
2.250 3.100 1.150 300-7734<br />
2.300 3.150 1.200 300-7716<br />
2.350 3.200 1.250 300-7729<br />
2.400 3.250 1.200 300-7707<br />
2.450 3.300 1.350 300-7730<br />
2.500 3.350 1.400 300-7717<br />
2.550 3.400 1.350 300-7708<br />
2.600 3.450 1.500 300-7718<br />
2.650 3.500 1.550 300-7731<br />
2.700 3.550 1.600 300-7719<br />
2.750 3.600 1.550 300-7709<br />
2.800 3.650 1.700 300-7720<br />
2.850 3.700 1.750 300-7732<br />
2.900 3.750 1.800 300-7721<br />
2.950 3.800 1.850 300-7733<br />
3.000 3.850 1.900 300-7722<br />
3.100 3.950 2.000 300-7723<br />
3.200 4.050 2.100 300-7724<br />
COARSE THREAD (THREAD SPECS - 5/8-11, KNURL DIAMETER - .685)<br />
1.900 2.650 .500 300-7806*<br />
1.850 2.650 .950 300-7803*<br />
3.220 4.031 .750 300-7804*<br />
* These kits have black oxide finish.<br />
Red part numbers indicate new items<br />
69<br />
the nascar company specialties
nascar the specialties<br />
company<br />
70<br />
The Cheerios Chevy, driven by Clint Bowyer for RCR Kevin Harvick drives the Shell Pennzoil Chevy for Richard Childress<br />
<strong>Racing</strong> and Earnhardt Childress <strong>Racing</strong> Engines<br />
INTAKE MANIFOLD BOLT KITS<br />
Drilled for<br />
safety wire<br />
DRILLED HEADER BOLTS<br />
<strong>ARP</strong> offers special NASCAR header bolts that have been drilled for use of safety wire. They are made<br />
from heat-treated 8740 chrome moly steel (with a black oxide finish - rated at 180,000 psi) or Stainless<br />
300 that is polished to a bright shine (nominally rated at 170,000 psi tensile strength – considerably<br />
stronger than Grade 8 hardware), and engineered to provide complete reliability in the most severe racing<br />
environments. They are available in hex or 12-point heads. Through use of safety wire, exhaust headers<br />
will maintain original tightness and can’t back off!<br />
CHEVROLET<br />
Not only will these premium quality <strong>ARP</strong><br />
fasteners help prevent intake manifold leaks,<br />
but one is drilled to allow for a safety wire.<br />
What’s more, they’re rated at 170,000 psi and<br />
feature precision rolled threads for optimum<br />
engagement, to prevent galling and promote<br />
more consistent torque loading. Wide underhead<br />
flange design and companion flat washers<br />
provide even load distribution and facilitates<br />
optimum sealing of gasket surfaces. Made<br />
of corrosion resistant stainless steel. Washers<br />
included and bolt drilled for NASCAR inspector’s<br />
wire lock.<br />
Application Qty Dia. UHL Wrenching<br />
BRAKE HAT BOLT KITS<br />
The perfect upgrade for many original brake hat<br />
bolts, this <strong>ARP</strong> kit features bolts produced from only<br />
the finest quality 8740 chrome moly. Features an<br />
exclusive 12-point cap screw design and<br />
appropriate grip length per the application.<br />
All brake hat bolts are drilled for safety<br />
wire lock. Rated 200,000 psi tensile<br />
strength.<br />
CHEVROLET<br />
Application Part No.<br />
SB 2, drilled 334-2104<br />
SB 2, tall deck 334-2105<br />
Small block, 1.000˝, drilled 334-2102<br />
Small block, 1.250˝, drilled 334-2103<br />
V6 Chevy 90°, 1.000˝, drilled 333-2101<br />
FORD<br />
SVO 351 cid, Jack Roush design, drilled 354-2102<br />
Drilled for<br />
safety wire<br />
Black Oxide Stainless 300<br />
Hex 12-Point Hex 12-Point<br />
Chevy small block, drilled 12 3/8 .750 3/8 100-1103 100-1203 400-1103 400-1203<br />
Chevy big block, drilled 16 3/8 .875 3/8 400-1104 400-1204<br />
UNIVERSAL<br />
Universal, drilled 16 3/8 .750 3/8 400-1105 400-1205<br />
Universal, drilled 12 3/8 .875 3/8 400-1106 400-1206<br />
Application UHL Part No.<br />
5/16-24, 32 pieces .880 300-0801<br />
5/16-18, 32 pieces .850 300-0802<br />
1/4-28, 48 pieces .750 300-0803<br />
The stylized number 33 is a trademark and the RCR checkered flag logo is a registered trademark of RCR Enterprises, LLC. CLINT BOWYER and Clint Bowyer’s autograph are trademarks of Clint Bowyer <strong>Racing</strong>, Inc. Cheerios and Hamburger Helper are<br />
trademarks of General Mills, used under license. (c) 2011 General Mills. All trademarks, personal likenesses and the likeness of the no. 33 race car are used under license from their owners. The stylized no. 29 and the RCR checkered flag logo are registered<br />
trademarks of RCR Enterprises, LLC. The name, likeness, signature of Kevin Harvick and the Kevin Harvick, Incorporated, logo are registered trademarks of Kevin Harvick, Incorporated, and are used under license from Kevin Harvick, Incorporated.<br />
Shell and Pennzoil trademarks are used under license from their respective owners. All trademarks and the likeness of the no. 29 race car are used under license from their owners.<br />
800-826-3045
ALTERNATOR STUDS<br />
800-826-3045<br />
DRILLED CARB STUDS<br />
The best way to make sure that carburetors stay perfectly sealed to<br />
the intake manifold is through the use of <strong>ARP</strong>’s carb studs, which feature<br />
J-form threads to resist loosening from vibration. They’re offered<br />
in a variety of heights to accommodate most any combination of carb and<br />
spacer, and are available in 8740 chrome moly with a black oxide finish<br />
or rust-proof stainless steel. Special NASCAR type studs have one of<br />
the studs drilled to facilitate sealing the carb by race officials. All carb<br />
stud kits come with hex nuts and washers.<br />
Strange as it may seem, there have been many races lost in oval track, off-road<br />
and endurance competition due to the OEM alternator stud failing and the subsequent<br />
loss of electrical power. To prevent this from ever happening, conscientious engine builders rely on <strong>ARP</strong>’s “bulletproof” alternator<br />
studs. They’re made from a premium grade 8740 chrome moly steel alloy and heat treated to a nominal 200,000 psi tensile strength.<br />
They are very rigid and won’t bend under the stress of competition, eliminating problems with alternator pulley alignment. Here’s<br />
more reliable “insurance” from the innovators at <strong>ARP</strong>. Available in 5.000˝ and 5.250˝ lengths. Includes a 12-point nut and flat washer.<br />
Description OAL Coarse Thread Length Fine Thread Length Part No.<br />
7/16 stud 5.000 1.000 1.000 300-0501<br />
7/16 stud 5.250 1.000 1.000 300-0502<br />
FRONT MANDREL BOLTS<br />
Get maximum reliability through the use<br />
of <strong>ARP</strong>’s rugged 8740 chrome moly steel front<br />
mandrel bolts. They’re undercut to provide the<br />
required stretch, shot-peened for extra durability<br />
and designed for full thread engagement.<br />
Nominally rated at 200,000 psi tensile strength<br />
for durability you can count on! Available for GM<br />
and Ford applications.<br />
Application OAL Pieces Part No.<br />
Standard, drilled for NASCAR wire seal 1.700 4 300-2401<br />
1/2˝ spacer, drilled for NASCAR wire seal 2.225 4 300-2402<br />
1˝ spacer, drilled for NASCAR wire seal 2.700 4 300-2403<br />
2˝ spacer, drilled for NASCAR wire seal 3.700 4 300-2404<br />
2˝ spacer, drilled for NASCAR wire seal 1.700/2.225 8 300-2406<br />
1˝ Moroso spacer, drilled for NASCAR wire seal 2.700 4 300-2407<br />
1-1/4˝ Moroso spacer, drilled for NASCAR wire seal 3.200 4 300-2408<br />
2˝ Moroso spacer, drilled for NASCAR wire seal 1.250/1.700 8 300-2409<br />
Application Dia. Length<br />
GENERAL MOTORS<br />
FORD<br />
Thread<br />
Length<br />
Socket<br />
Size<br />
Head<br />
Style<br />
Part No.<br />
7/16 6.000 1.100 1/2 12-point 330-0701<br />
1/2 6.000 1.100 9/16 12-point 330-0702<br />
7/16 6.250 1.150 9/16 12-point 330-0703<br />
1/2 4.000 .750 15/16 Hex 330-0704<br />
1/2 4.000 .625 15/16 Hex 330-0705<br />
1/2 3.750 .625 15/16 Hex 330-0706<br />
1/2 3.250 .750 15/16 Hex 330-0707<br />
7/16 5.000 1.000 1/2 12-point 330-0708<br />
7/16 5.500 1.000 1/2 12-point 330-0709<br />
5/8 8.000 1.100 15/16 Hex 350-0701<br />
5/8 8.375 1.000 15/16 Hex 350-0702<br />
5/8 7.000 1.000 15/16 Hex 350-0703<br />
71<br />
the nascar company specialties
sport the compact<br />
company<br />
72<br />
Brian Crower’s S2000 Time Attack Unlimited champion driven by<br />
Tyler McQuarrie<br />
CONNECTING ROD BOLTS<br />
<strong>ARP</strong> manufactures replacement rod bolts for many popular<br />
import and domestic Sport Compact engines that are made<br />
of premium grade 8740 chrome moly steel and heat treated to<br />
a nominal tensile strength of 200,000 psi. Threads are rolled<br />
after heat treat to ensure optimum fatigue strength. They are<br />
far superior to OEM fasteners in terms of durability and service<br />
life – fully capable of handling the extra stress of high combustion<br />
pressure engines. For extreme applications, rod bolts made<br />
of special <strong>ARP</strong>2000 material (rated at a 220,000 psi nominal<br />
tensile strength) are available, including those with the patented<br />
Wave-Loc design. Special high strength bolts also available for<br />
aftermarket connecting rods. Call for details.<br />
ALFA ROMEO<br />
THE WORLD’S FASTEST SPORT COMPACT<br />
COMPETITORS RELY ON <strong>ARP</strong> FASTENERS!<br />
Application<br />
Head<br />
Style<br />
Hi-Perf<br />
8740<br />
(complete)<br />
2.0L GTV A 126-6101<br />
BMC/TRIUMPH/ROVER<br />
Hi-Perf<br />
8740<br />
(2-PC)<br />
Guy Chamberlain set the European record driving the<br />
CPL <strong>Racing</strong> Honda using <strong>ARP</strong>.<br />
tech tip: Measuring Rod Bolt Stretch<br />
The most accurate method of obtaining the correct torque<br />
load on a connecting rod bolt is through measuring the amount of<br />
bolt stretch. This is preferred to using a torque wrench. See chart<br />
on pages 25-26 for the appropriate amount to stretch a rod bolt<br />
over its relaxed state. <strong>ARP</strong>’s rod bolt stretch gauge (see page 96) can<br />
also be used to determine the condition of a rod bolt. If it has<br />
permanently stretched .001˝ or more, the bolt has been compromised<br />
beyond its yield. Replace it immediately! Use the rod bolt<br />
stretch chart shown below (or a version thereof) to keep track of<br />
the bolt’s length at installation and prior to removal.<br />
Sport Compact Rod Bolt Stretch Monitoring Chart<br />
Rod #1 Rod #2 Rod #3 Rod #4<br />
Tang Side Bolt Tang Side Bolt Tang Side Bolt Tang Side Bolt<br />
New New New New<br />
Installed Installed Installed Installed<br />
Tear Down Tear Down Tear Down Tear Down<br />
Rod #1 Rod #2 Rod #3 Rod #4<br />
Smooth Side Bolt Smooth Side Bolt Smooth Side Bolt Smooth Side Bolt<br />
New New New New<br />
Installed Installed Installed Installed<br />
Tear Down Tear Down Tear Down Tear Down<br />
A Series 3/8˝ J 206-6001 206-6021<br />
A & B Series 11/32˝ C 206-6002<br />
HP Wave<br />
8740<br />
(complete)<br />
HP Wave<br />
8740<br />
(2-PC)<br />
Pro Wave<br />
<strong>ARP</strong>2000<br />
(complete)<br />
Pro Wave<br />
<strong>ARP</strong>2000<br />
(2-PC)<br />
Pro Series<br />
<strong>ARP</strong>2000<br />
(complete)<br />
Pro Series<br />
<strong>ARP</strong>2000<br />
(2-PC)<br />
800-826-3045
Application<br />
BMC/TRIUMPH/ROVER (CONTINUED)<br />
800-826-3045<br />
Head<br />
Style<br />
Hi-Perf<br />
8740<br />
(complete)<br />
B-Series (1964-68) 18GB & 18GF 3/8˝ E 206-6003<br />
K-Series E 206-6007<br />
Hi-Perf<br />
8740<br />
(2-PC)<br />
HP Wave<br />
8740<br />
(complete)<br />
HP Wave<br />
8740<br />
(2-PC)<br />
Pro Wave<br />
<strong>ARP</strong>2000<br />
(complete)<br />
Pro Wave<br />
<strong>ARP</strong>2000<br />
(2-PC)<br />
Pro Series<br />
<strong>ARP</strong>2000<br />
(complete)<br />
1.3L & 1.5L Spitfire E 206-6004<br />
2.0L GT6 & 2.5L TR6 E 206-6005<br />
2.0L SOHC TR7 K 206-6006<br />
BMW<br />
Pro Series<br />
<strong>ARP</strong>2000<br />
(2-PC)<br />
1.6L (R53) Mini Cooper M8 x 43MM UHL E 206-6008<br />
2.3L (S14) M11 x 41 MM UHL E 201-6104<br />
2.5L (M50/M50TU) inline 6 M9 x 53MM UHL E 201-6301<br />
2.8L (M52EURO) 3.0L (S50US) & 3.2L (S52US)<br />
inline 6 M9 x 1.25 x 44 UHL<br />
E 201-6201<br />
2.8L (M52/M52TU) & 3.0L (M54) inline 6<br />
M9 x 47MM UHL<br />
E 201-6303<br />
3.0L (S50 EURO) inline 6 M10 x 45MM UHL E 201-6102<br />
3.2L (S54) inline 6 M11 x 47MM UHL E 201-6103<br />
4.4L (M62/M62TU) V8 M9 x 53MM UHL<br />
FORD, 4 AND 6-CYLINDER<br />
E 201-6302<br />
1.6L CVH M8 E 151-6004<br />
1.6L Zetec M8 E 151-6003 151-6023<br />
1.8L Duratec E 251-6202<br />
2.0L (YB) DOHC Cosworth Sierra/Escort E 251-6301<br />
2.0L RS 2000 M8 E 251-6201 251-6222<br />
2.0L Zetec M9 E 151-6005<br />
2000cc Pinto D 151-6001 151-6021<br />
2300cc Pinto F 151-6002 151-6022 251-6402 251-6422<br />
2.8L & 2.9L V6<br />
HONDA/ACURA<br />
B 153-6001<br />
1.2L, 1.6L & 1.8L M8 A 208-6001<br />
1.6L & 1.8L M9 A 208-6401<br />
2.0L (F20C) & 2.2L (F22C) S2000 E 208-6002<br />
2.0L (K20A) E 208-6003<br />
3.0L (C30A) V6 Acura NSX M9 208-6004<br />
3.2L (C32B) V6 Acura NSX M8<br />
LANCIA<br />
208-6005<br />
2.0L SOHC 8V & DOHC 16V Turbo<br />
MAZDA<br />
E 275-6001<br />
1.6L (B6) & 1.8L (BP) DOHC Miata M9<br />
MITSUBISHI<br />
K 118-6401<br />
2.0L (4B11) DOHC (2008 & later) E 207-6002<br />
2.0L (4G63) DOHC (1993 & earlier) M9 C 107-6001 107-6021<br />
2.0L (4G63) DOHC (1994-07) M8 A 107-6002 107-6022<br />
2.6L (G54B) C 107-6003 107-6023<br />
3.0L (6G72) & 3.5L (6G74) V6<br />
NISSAN/DATSUN<br />
C 107-6004 107-6024<br />
A Series (A12-A12A-A13-A14-A15) A 102-6002<br />
L16 Series M8 C 102-6001<br />
L20 Series 4-cylinder & 2.2L (Z22) M9 C 202-6001<br />
L24 Series (early) inline 6 M8 C 202-6002<br />
L24 (late), L26 & L28 Series inline 6 M9 C 202-6003<br />
2.0L (SR20DE/DET) 11/32˝ C 202-6005<br />
2.4L (KA24DE) 11/32˝ C 102-6003<br />
2.6L (RB26DET/DETT) Inline 6 11/32˝ A 202-6007<br />
3.0L (VG30E/ET) SOHC V6 M9 C 202-6003<br />
3.0L (VG30D/DET/DETT) DOHC V6 11/32˝ C 202-6004<br />
3.5L (VQ35) DOHC V6 M8<br />
OPEL/VAUXHALL<br />
E 202-6006<br />
1.4L &1.6L 8V M8 E 109-6002<br />
1.4L 16V M9 E 109-6003<br />
Red part numbers indicate new items<br />
73<br />
the sport company compact<br />
A<br />
B<br />
C<br />
D<br />
E<br />
F<br />
H<br />
J<br />
K<br />
L<br />
M
sport the compact<br />
company<br />
A<br />
B<br />
C<br />
D<br />
E<br />
F<br />
H<br />
J<br />
K<br />
L<br />
M<br />
74<br />
Application<br />
OPEL/VAUXHALL (CONTINUED)<br />
Head<br />
Style<br />
Hi-Perf<br />
8740<br />
(complete)<br />
Hi-Perf<br />
8740<br />
(2-PC)<br />
HP Wave<br />
8740<br />
(complete)<br />
HP Wave<br />
8740<br />
(2-PC)<br />
Pro Wave<br />
<strong>ARP</strong>2000<br />
(complete)<br />
Pro Wave<br />
<strong>ARP</strong>2000<br />
(2-PC)<br />
Pro Series<br />
<strong>ARP</strong>2000<br />
(complete)<br />
2.0L 16V M9 E 109-6001 209-6003<br />
PEUGEOT<br />
205 & 306 M 117-6101<br />
PORSCHE<br />
RSR Ti rod H 204-6004<br />
1.7L & 2.0L Type IV K 104-6006<br />
2.0L 911S (1969) H 204-6003<br />
911, 930 Turbo & 993 M9 H 204-6005<br />
911 M10 H 204-6001<br />
944 K 204-6002<br />
986/987/996 & 997 (cap screw type) M9 E 204-6301<br />
RENAULT<br />
Clio (F4R) 16V M9 E 216-6301<br />
R5 Turbo (Mid-Engine) E 216-6302<br />
R12 Gordini/Alpine (807g) E 116-6001<br />
SUBARU<br />
CONNECTING ROD BOLTS (cont.)<br />
Pro Series<br />
<strong>ARP</strong>2000<br />
(2-PC)<br />
1.8L (EJ18) & 2.2L (EJ22) SOHC, 2.5L (EJ25)<br />
DOHC Non Turbo & 2.0L (EJ20) DOHC Turbo<br />
I 260-6301<br />
2.5L (EJ25) DOHC Turbo<br />
TOYOTA<br />
E 260-6302<br />
1.6L (4AGE) DOHC & 1.6L (4ALC) SOHC M9 A 203-6001<br />
1.6L (2TC/2TG) & 1.8L (3TC) A 203-6003<br />
1.8L (2ZZGE) E 203-6301<br />
2.0L (3SGTE) & 2.4L (22R) A 203-6002<br />
3.0L (7MGTE) inline 6 (1986-92) Supra A 203-6004<br />
3.0L (2JZGE/GTE) inline 6 (1993-98) Supra<br />
VOLKSWAGEN/AUDI<br />
E 203-6005<br />
Audi 5-cylinder L 104-6007<br />
Formula Vee (cap screw type) M9 E 104-6005 104-6025<br />
Super Vee (cap screw type) Audi style rod E 104-6003 104-6023<br />
1600cc air cooled K 104-6001<br />
1600cc water cooled Rabbit & Corrado G60 K 104-6002<br />
1.8L & 2.0L water cooled L 104-6004 104-6024<br />
2.7L (APB/BEL) Turbo & 2.8L (AFC/ACK/AHA/ATQ)<br />
Non Turbo V6<br />
E 204-6201<br />
2.8L & 2.9L VR6 E 204-6006<br />
Red part numbers indicate new items<br />
Fensport’s record-holding Celica JRM’s Group N Mitsubishi Evo X rally car<br />
800-826-3045
BMC/TRIUMPH<br />
Application<br />
800-826-3045<br />
12-Point<br />
Nuts<br />
A Series, 9 studs 206-4201<br />
A Series, 11 studs 206-4204<br />
A Series, 11 studs, shaved head 206-4206<br />
B Series 206-4202<br />
1.3L & 1.5L Spitfire 206-4203<br />
2.0L GT6 & 2.5L TR6 206-4205<br />
12-Point<br />
Nuts<br />
U/C Studs<br />
2.0L SOHC TR7 206-4208<br />
2.1L TR4 206-4207<br />
BMW<br />
2002 Coupe, 318i, 320i 4 cylinder 201-4601<br />
530, 535, 635, 735 201-4602<br />
2.5L (M50), 3.0L (S50US), 3.2L (S52US)<br />
Inline 6 <strong>ARP</strong>2000<br />
201-4302<br />
E46 M3/S54 inline 6 <strong>ARP</strong>2000 201-4303<br />
1.6L (R53) Mini Cooper<br />
FORD, 4 AND 6-CYLINDER<br />
201-4301<br />
1600cc Escort M10 151-4203<br />
2.0L DOHC Cosworth Sierra/Escort M12 251-4701<br />
2.0L Zetec 251-4702<br />
2000cc Pinto 151-4201<br />
2300cc Pinto 151-4202 151-4702<br />
2.3L Duratec (2003 & later) 151-4204<br />
2.5L Duratec V6<br />
GENERAL MOTORS<br />
253-4701<br />
2.2L Ecotec<br />
HONDA/ACURA<br />
231-4701<br />
Acura B18A1, M11 208-4302<br />
Acura VTEC B18CI, M11, GSR 208-4303<br />
Application<br />
HEAD STUDS<br />
Obtaining the optimum cylinder head-to-block sealing is especially critical in small displacement<br />
engines employing high compression pistons or power adders like turbochargers, nitrous oxide and superchargers.<br />
That’s why <strong>ARP</strong> head studs are popular among leading Sport Compact/Import racers.<br />
You should know that <strong>ARP</strong> uses a premium grade 8740 alloy that is rated far superior to “aircraft” quality. Each stud is precisely<br />
heat-treated to 200,000 psi. Following heat-treat, each stud is centerless ground to make it as close to perfectly concentric as possible.<br />
This procedure involves about ten very slight cuts and results in an exceptionally straight part. It’s important to note that lesser quality<br />
studs are not even centerless ground – the material is thread rolled in bar stock form (mostly before heat-treat, when the material<br />
is easier to machine). Because <strong>ARP</strong> studs are manufactured to such exacting tolerances, you will note that gaskets and cylinder heads<br />
literally glide into position and are perfectly aligned – something that won’t happen with inferior quality head studs.<br />
<strong>ARP</strong> studs are thread rolled after heat-treat, which gives them about 1000% (that’s ten times) better fatigue strength than those<br />
studs that are threaded prior to heat-treat.<br />
You will also note that <strong>ARP</strong> offers specially undercut studs for several engines. This procedure allows a more consistent clamping<br />
force. This compensates for head gasket compression when the head is installed, helps prevent blown head gaskets and assures optimum<br />
sealing! Premium parallel ground washers are also included with each kit.<br />
HONDA/ACURA (CONTINUED)<br />
12-Point<br />
Nuts<br />
12-Point<br />
Nuts<br />
U/C Studs<br />
B16A 208-4601<br />
B20B, w/B16A head 208-4306<br />
Civic D16Y 208-4305<br />
F20 S2000 208-4702<br />
Honda D16Z - Only, M10 208-4301<br />
Honda H22A4, VTEC 208-4304<br />
H23A 208-4307<br />
K20A (A2 & A3) 208-4701<br />
MAZDA<br />
1.6L (BP) & 1.8L (BP) DOHC Miata 218-4701<br />
2.0L FS-DE (1998-02) 218-4703<br />
2.3L DOHC (2003) 218-4702<br />
2.5L (KL) Series V6 <strong>ARP</strong>2000 218-4704<br />
MITSUBISHI<br />
2.0L (4B11) DOHC (2008 & later) <strong>ARP</strong>2000 207-4206<br />
2.0L (4B11) DOHC (2008 & later) Custom Age 207-4207<br />
2.0L (4G63) DOHC (1993 & earlier) M12 207-4201 207-4701<br />
2.0L (4G63) DOHC (1994 & later) M11 207-4203 207-4702<br />
2.6L (G54B) 207-4202<br />
3.0L (6G72) DOHC V6 <strong>ARP</strong> 2000 207-4205<br />
NISSAN/DATSUN<br />
A-12 engines 202-4202<br />
A-14 engines 202-4203<br />
L20 Series 4-cylinder 202-4201<br />
L24, L26 & L28 Series inline 6 202-4206<br />
1.6L (CA16DE/DET) & 1.8L (CA18DE/DET) 202-4702<br />
2.0L (SR20DE) DOHC (1991-01) M11 102-4701<br />
2.0L (SR20DET/RN14) DOHC Turbo (1991-94) M12 202-4303<br />
Red part numbers indicate new items<br />
75<br />
the sport company compact
sport the compact<br />
company<br />
76<br />
Application<br />
NISSAN/DATSUN (CONTINUED)<br />
HEAD BOLTS<br />
HIGH PERFORMANCE SERIES<br />
High Performance head bolts are made of 8740 chrome moly<br />
and available with a reduced wrenching hex or 12-point with a<br />
wide area flanged head. They are nominally rated at 180,000 psi<br />
and kits come complete with hardened parallel-ground washers.<br />
Please Refer to Main &<br />
Head Bolt Instructions<br />
on page 47.<br />
HEAD STUDS (cont.)<br />
12-Point<br />
Nuts<br />
12-Point<br />
Nuts<br />
U/C Studs<br />
2.0L (RB20DE/DET) & 2.5L (RB25DE/DET) inline 6 202-4301<br />
2.4L (KA24DE) 202-4304<br />
2.6L (RB26DETT) GT-R inline 6 <strong>ARP</strong>2000 202-4207<br />
3.0L (VQ30) & 3.5L (VQ35) DOHC V6<br />
RENAULT<br />
202-4701<br />
2.0L (F4R)<br />
SATURN<br />
216-4301<br />
1.9L DOHC (1991-99) 165-4202<br />
1.9L SOHC (1999-02)<br />
SUBARU<br />
165-4201<br />
EJ Series DOHC <strong>ARP</strong>2000 260-4701<br />
EJ Series DOHC Custom Age 260-4704<br />
EJ Series SOHC <strong>ARP</strong>2000<br />
TOYOTA<br />
260-4702<br />
1.6L (4AGE) DOHC 203-4203<br />
1.6L (2TC) & 1.8L (3TC) 203-4206<br />
1.8L (1ZZFE) DOHC <strong>ARP</strong>2000 203-4703<br />
2.0L (3SGTE) DOHC 203-4204<br />
2.4L (22R) 203-4201<br />
3.0L (7MGTE) inline 6 (1981-92) Supra 203-4202 203-4701<br />
TOYOTA (CONTINUED)<br />
Application<br />
12-Point<br />
Nuts<br />
12-Point<br />
Nuts<br />
U/C Studs<br />
3.0L ( 2JZGE/GTE) inline 6 (1993-98) Supra 203-4205 203-4702<br />
VAUXHALL/OPEL<br />
2.0L 16V 209-4301 209-4701<br />
2.5L V6 Opel 209-4302 209-4702<br />
VOLKSWAGEN/AUDI<br />
Audi 5 cylinder, 10 valve 204-4205 204-4703<br />
Audi 5 cylinder, 20 valve 204-4207 204-4704<br />
Super Vee 204-4202<br />
1.6L & 1.9L Turbo & Non-Turbo diesel (1982-02) 204-4706<br />
1.8L DOHC 20V Turbo M10/<strong>ARP</strong>2000<br />
(without installation tool)<br />
204-4103<br />
1.8L DOHC 20V Turbo M10/<strong>ARP</strong>2000<br />
(with installation tool)<br />
204-4104<br />
1.8L DOHC 20V Turbo (early AEB) M11/<strong>ARP</strong>2000<br />
(without installation tool)<br />
204-4101<br />
1.8L DOHC 20V Turbo (early AEB) M11/<strong>ARP</strong>2000<br />
(with installation tool)<br />
204-4102<br />
1.8L & 2.0L 8V Golf/Jetta 204-4203 204-4701<br />
1.8L & 2.0L 16V Golf/Jetta 204-4204 204-4702<br />
2.8L & 2.9L VR6 204-4705<br />
Red part numbers indicate new items<br />
Hubie Fuh’s amazing Mini features <strong>ARP</strong> Sumo Power’s R33 GTR Skyline<br />
PROFESSIONAL SERIES<br />
All Pro Series bolts are designed for competition applications<br />
and are rated nominally at 200,000 psi. Available with undercut<br />
short bolts that can help eliminate head gasket failures through<br />
providing more “stretch” to balance the longer bolts and compensate<br />
for the additional compression of gaskets.<br />
Application<br />
High Performance<br />
Hex 12-Point<br />
Pro Series<br />
Hex 12-Point<br />
BMW<br />
1.6L (R53) Mini Cooper<br />
TOYOTA<br />
206-3601<br />
1.3L (4EFE/FTE) & 1.5L (5EFE/FHE) DOHC <strong>ARP</strong>2000 203-3801<br />
2.8L (5MGE) & 3.0L (7MGTE) inline 6 (1981-92) Supra<br />
VOLKSWAGEN/AUDI<br />
203-3902<br />
1.8L DOHC 20V Turbo M10/<strong>ARP</strong>2000 (w/o installation tool) 204-3901<br />
1.8L DOHC 20V Turbo M10/<strong>ARP</strong>2000 (w/ installation tool) 204-3902<br />
Red part numbers indicate new items<br />
800-826-3045
MAIN STUDS<br />
<strong>ARP</strong> main studs are manufactured from 8740 chrome moly<br />
steel, heat-treated in-house to 200,000 psi tensile strength, and<br />
precision J-form threads rolled after heat-treat to create a fastener<br />
that has threads 1000% stronger than others. All kits come<br />
complete with hardened parallel-ground washers and aerospace<br />
quality nuts. Reduce crankshaft flex and main cap fretting with<br />
these premium quality main studs. Don’t settle for anything less<br />
than the best!<br />
BMC/TRIUMPH<br />
Application<br />
800-826-3045<br />
2-Bolt<br />
Main<br />
A Series 206-5401<br />
B Series (3 cap main) 206-5402<br />
B Series (5 cap main) 206-5403<br />
2.0L SOHC TR7 206-5404<br />
Austin Healey 6 cylinder 206-5405<br />
CHRYSLER/DODGE<br />
2.0L SOHC/DOHC Neon w/ block #4667642 141-5801<br />
FORD, 4-CYLINDER<br />
1600cc Escort 151-5403<br />
2.0L Zetec 151-5404<br />
2000cc Pinto 151-5401<br />
2300cc Pinto 151-5402<br />
HONDA/ACURA<br />
1.6L (B16A) (12 pt nuts) 208-5402<br />
1.8L (B18C1) Acura 208-5403<br />
1.8L (B18A1/B1) Acura 208-5404<br />
2.2L (H22A) & 2.3L (H23A) (12 pt nuts) 208-5401<br />
MAZDA<br />
4-Bolt<br />
Main<br />
1.6L (B6) & 1.8L (BP) DOHC Miata (12 pt nuts) 218-5401<br />
2.3L DOHC 16V (2003 & later)<br />
MITSUBISHI<br />
218-5402<br />
2.0L (4B11) DOHC (2008 & later) <strong>ARP</strong>2000 207-5403<br />
MAIN BOLTS<br />
Far superior to any other main bolt kit offered for use in<br />
competition engines. <strong>ARP</strong> main bolts are designed to meet the<br />
exacting standards and demands of professional engine builders.<br />
Forged from 8740 chrome moly, all bolts feature generous<br />
under-head radius and rolled threads for the utmost reliability.<br />
The threads are rolled after heat-treating, which gives them about<br />
1000% longer fatigue life than most main bolts, which are<br />
MGB<br />
MITSUBISHI (continued)<br />
Application<br />
2-Bolt<br />
Main<br />
2.0L (4G63) DOHC (2007 & earlier) 207-5401<br />
2.6L (G54B) 207-5402<br />
4-Bolt<br />
Main<br />
3.0L (6G72) V6 (1993 & later) 207-5801<br />
NISSAN/DATSUN<br />
L20 Series 4-cylinder 202-5401<br />
L24, L26 & L28 Series 6-cylinder 202-5406<br />
2.0L (SR20DE/DET) 202-5402<br />
3.5L (VQ35) DOHC V6 202-5801<br />
RENAULT<br />
2.0L (F4R) 216-5401<br />
TOYOTA<br />
1.6L (4AGE) & 2.0L (3SFE) DOHC 203-5403<br />
2.0L (3SGTE) DOHC 203-5404<br />
2.4L (22R) 203-5406<br />
3.0L (7MGTE) inline 6 (1986-92) Supra w/ bolts<br />
for #3 cap<br />
203-5402<br />
3.0L (2JZGE/GTE) inline 6 (1993-98) Supra 203-5405<br />
VAUXHALL/OPEL<br />
2.0L 16 valve 209-5401<br />
2.5L V6 209-5402<br />
VOLKSWAGEN<br />
1.6L & 2.0L Rabbit, Golf and Jetta 204-5402<br />
2.8L & 2.9L VR6 204-5403<br />
threaded prior to heat-treating. Available in the popular High<br />
Performance Series, which, at a nominal rating of 180,000 psi,<br />
is a premium replacement for OEM fasteners, or the 200,000 psi<br />
nominal rated Pro Series, application-specific main bolts with<br />
reduced wrenching head and are designed for use in competition<br />
applications. Parallel-ground, hardened washers are included with<br />
each kit.<br />
Application Pro Series<br />
2 cap main 206-5001<br />
5 cap main 206-5002<br />
MITSUBISHI<br />
2.0L (4B11) DOHC (2008 & later) <strong>ARP</strong>2000 207-5201<br />
SUBARU<br />
Red part numbers indicate new items<br />
2.0L, 2.2L & 2.5L SOHC/DOHC EJ Series<br />
Crankcase thru bolt kit<br />
TOYOTA<br />
260-5401<br />
1.6L (4AGE) DOHC 203-5001<br />
Red part numbers indicate new items<br />
77<br />
the sport company compact
sport the compact<br />
company<br />
78<br />
PORSCHE SPECIALTY FASTENERS<br />
<strong>ARP</strong> engineers have developed a number of special<br />
fasteners for Porsche 911, 930 and 944 Turbo and Non<br />
Turbo applications that provide the reliability needed<br />
for serious competition. These fasteners are manufactured<br />
from high grade materials, and are superior to<br />
OEM Porsche bolts and studs. A number of special<br />
rod bolts are also available for Porsche engines. They<br />
are listed on pages 36 and 74 of this catalog.<br />
STAINLESS ACCESSORY STUDS<br />
<strong>ARP</strong> has developed an innovative multi-purposes accessory stud that can be used<br />
for exhaust systems, intake manifold and a host of other uses. The studs are manufactured<br />
from a proprietary alloy developed by <strong>ARP</strong> (Stainless 300) and are impervious<br />
to the rust and corrosion that plagues ordinary fasteners. This stainless steel alloy is<br />
nominally rated at 170,000 psi tensile strength, which is substantially stronger than<br />
Grade 8 hardware. Ideally suited for installing exhaust headers, the 8mm studs have<br />
a unique “nut starter” nose and a hex-broached tip – which allows the studs to easily<br />
be installed using an Allen wrench. The studs come with “easy wrenching” 12-point<br />
nuts, which work great in the tightest of quarters. Flat washers are also included.<br />
Offered in five different lengths, in quantities of 4, 8, 10 and 16-packs.<br />
Camshaft positioning is critical on overhead<br />
cam engines and <strong>ARP</strong> makes sure<br />
that the cam towers are properly secured<br />
through use of these durable studs. They’re<br />
made from 8740 chrome moly steel, with<br />
threads rolled after heat treat to ensure the<br />
optimum fatigue strength. Far superior to<br />
OEM fasteners.<br />
CAM SPROCKET BOLT KITS<br />
<strong>ARP</strong>’s cam sprocket bolts are rated at 200,000 psi and are<br />
considerably stronger than the stock fasteners. They feature a<br />
larger than stock flange diameter for positive timing gear register<br />
and a reduced wrenching 12-point head design for easy installation<br />
and removal.<br />
FORD, 4-CYLINDER<br />
Application Part No.<br />
2.0L Zetec 251-1002<br />
MITSUBISHI<br />
Application 4-Pack 8-Pack 10-Pack 16-Pack<br />
M8 x 1.25 x 32mm (1.250˝) 400-8001 400-8011 400-8021 400-8031<br />
M8 x 1.25 x 38mm (1.500˝) 400-8002 400-8012 400-8022 400-8032<br />
M8 x 1.25 x 45mm (1.750˝) 400-8003 400-8013 400-8023 400-8033<br />
M8 x 1.25 x 51mm (2.000˝) 400-8004 400-8014 400-8024 400-8034<br />
M8 x 1.25 x 57mm (2.250˝) 400-8005 400-8015 400-8025 400-8035<br />
2.0L (4G63) DOHC 107-1002<br />
Application Part No.<br />
Case halves stud kit - 911-930 Turbo 504-9501<br />
Crankcase thru bolt kit - 911-930 - 2.0L-2.7L air cooled engines 204-5407<br />
Crankcase thru bolt kit - 911-930 - 3.0L-3.3L air cooled engines 204-5405<br />
Crankcase thru bolt kit - 911-930 - 3.6L & 3.8L air cooled engines 204-5406<br />
Head stud kit - 911-930 - 2.0L-3.8L air cooled engines 204-4206<br />
Head stud kit - 911 - 3.4L (996) Non-Turbo water cooled engine 204-4707<br />
Head stud kit - 911 - 3.6L (996) Turbo water cooled engine 204-4210<br />
Head stud kit - 944 - 2.5L SOHC/DOHC water cooled engines 204-4211<br />
Main bolt Kit - 911 - 3.4L (996) Non-Turbo water cooled engine 204-5001<br />
Trans mount stud kit - 911-930 Turbo 504-9502<br />
CAM TOWER STUD KITS<br />
Red part numbers indicate new items<br />
NOTE: #400-8014 fits SOHC &<br />
DOHC Neon (exhaust) and #400-<br />
8024 fits Neon & PT Cruiser<br />
(2.4L engine)<br />
CHRYSLER/DODGE<br />
Red part numbers indicate new items<br />
Great for Intake<br />
& Exhaust<br />
Systems<br />
Application Part No.<br />
2.0L DOHC & 2.4L DOHC (head #4667086) 141-1001<br />
MITSUBISHI<br />
2.0L (4B11) Turbo 107-1001<br />
Red part numbers indicate new items<br />
800-826-3045
Stainless Steel & Chrome Moly Bolts<br />
Available in Standard Sizes From 1/4˝ to 1/2˝<br />
and Metric Sizes From M6 to M12<br />
With Underhead Lengths Ranging<br />
From 1/2˝ to 6˝. Hex or 12-Pt. Heads.<br />
Packaged In Convenient 5-Pack Cards.<br />
Now you can use premium quality <strong>ARP</strong> stainless steel or<br />
chrome moly fasteners to install most anything on a car, boat<br />
or trailer. The specially alloyed “<strong>ARP</strong> 300” stainless steel and<br />
heat-treated 8740 chrome moly bolts (black oxide finish) are<br />
nominally rated at 180,000 psi tensile strength to provide a substantial<br />
extra margin of safety over Grade 8 hardware.<br />
What’s more, you can’t beat the gorgeous looks of <strong>ARP</strong>’s specially<br />
polished stainless steel fasteners, and their ability to resist<br />
rust. They’re truly maintenance free!<br />
You can get 5-packs (washers included) of any diameter bolt<br />
from 1/4˝ to 1/2˝ or M6 to M12 in lengths ranging from 1/2˝<br />
to 6˝, with a choice of hex or 12-point heads. Matching nuts are<br />
also available (see pages 87-89).<br />
800-826-3045<br />
STAINLESS STEEL<br />
& CHROME MOLY 5-PACKS<br />
WITH WASHERS<br />
NOTE:<br />
Packed 5<br />
on a card<br />
with washers<br />
79<br />
the bulk company fasteners
ulk the fasteners<br />
company<br />
80<br />
STANDARD BOLT 5-PACKS<br />
Diameter - Pitch UHL Wrenching<br />
Black Oxide Stainless<br />
Hex 12 point Hex 12 point<br />
1/4˝ BOLTS, 5/16˝ WRENCHING, STANDARD THREAD<br />
1/4-20 0.515 5/16 650-0515 640-0515 621-0515 611-0515<br />
1/4-20 0.750 5/16 650-0750 640-0750 621-0750 611-0750<br />
1/4-20 1.000 5/16 650-1000 640-1000 621-1000 611-1000<br />
1/4-20 1.250 5/16 650-1250 640-1250 621-1250 611-1250<br />
1/4-20 1.500 5/16 650-1500 640-1500 621-1500 611-1500<br />
1/4-20 1.750 5/16 650-1750 640-1750 621-1750 611-1750<br />
1/4-20 2.000 5/16 650-2000 640-2000 621-2000 611-2000<br />
1/4-20 2.250 5/16 650-2250 640-2250 621-2250 611-2250<br />
1/4-20 2.500 5/16 650-2500 640-2500 621-2500 611-2500<br />
1/4-20 2.750 5/16 650-2750 640-2750 621-2750 611-2750<br />
1/4-20 3.000 5/16 650-3000 640-3000 621-3000 611-3000<br />
1/4-20 3.250 5/16 650-3250 640-3250 621-3250 611-3250<br />
1/4-20 3.500 5/16 650-3500 640-3500 621-3500 611-3500<br />
1/4-20 3.750 5/16 650-3750 640-3750 621-3750 611-3750<br />
1/4-20 4.000 5/16 650-4000 640-4000 621-4000 611-4000<br />
1/4-20 4.250 5/16 650-4250 640-4250 621-4250 611-4250<br />
1/4-20 4.500 5/16 650-4500 640-4500 621-4500 611-4500<br />
5/16˝ BOLTS, 3/8˝ WRENCHING, STANDARD THREAD<br />
5/16-18 0.560 3/8 651-0560 641-0560 622-0560 612-0560<br />
5/16-18 0.750 3/8 651-0750 641-0750 622-0750 612-0750<br />
5/16-18 1.000 3/8 651-1000 641-1000 622-1000 612-1000<br />
5/16-18 1.250 3/8 651-1250 641-1250 622-1250 612-1250<br />
5/16-18 1.500 3/8 651-1500 641-1500 622-1500 612-1500<br />
5/16-18 1.750 3/8 651-1750 641-1750 622-1750 612-1750<br />
5/16-18 2.000 3/8 651-2000 641-2000 622-2000 612-2000<br />
5/16-18 2.250 3/8 651-2250 641-2250 622-2250 612-2250<br />
5/16-18 2.500 3/8 651-2500 641-2500 622-2500 612-2500<br />
5/16-18 2.750 3/8 651-2750 641-2750 622-2750 612-2750<br />
5/16-18 3.000 3/8 651-3000 641-3000 622-3000 612-3000<br />
5/16-18 3.250 3/8 651-3250 641-3250 622-3250 612-3250<br />
5/16-18 3.500 3/8 651-3500 641-3500 622-3500 612-3500<br />
5/16-18 3.750 3/8 651-3750 641-3750 622-3750 612-3750<br />
5/16-18 4.000 3/8 651-4000 641-4000 622-4000 612-4000<br />
5/16-18 4.250 3/8 651-4250 641-4250 622-4250 612-4250<br />
5/16-18 4.500 3/8 651-4500 641-4500 622-4500 612-4500<br />
5/16-18 4.750 3/8 651-4750 641-4750 622-4750 612-4750<br />
5/16-18 5.000 3/8 651-5000 641-5000 622-5000 612-5000<br />
3/8˝ BOLTS, 3/8˝ WRENCHING, STANDARD THREAD<br />
3/8-16 0.500 3/8 652-0500 642-0500 623-0500 613-0500<br />
3/8-16 0.750 3/8 652-0750 642-0750 623-0750 613-0750<br />
3/8-16 1.000 3/8 652-1000 642-1000 623-1000 613-1000<br />
3/8-16 1.250 3/8 652-1250 642-1250 623-1250 613-1250<br />
3/8-16 1.500 3/8 652-1500 642-1500 623-1500 613-1500<br />
3/8-16 1.750 3/8 652-1750 642-1750 623-1750 613-1750<br />
3/8-16 2.000 3/8 652-2000 642-2000 623-2000 613-2000<br />
3/8-16 2.250 3/8 652-2250 642-2250 623-2250 613-2250<br />
3/8-16 2.500 3/8 652-2500 642-2500 623-2500 613-2500<br />
3/8-16 2.750 3/8 652-2750 642-2750 623-2750 613-2750<br />
3/8-16 3.000 3/8 652-3000 642-3000 623-3000 613-3000<br />
3/8-16 3.250 3/8 652-3250 642-3250 623-3250 613-3250<br />
3/8-16 3.500 3/8 652-3500 642-3500 623-3500 613-3500<br />
3/8-16 3.750 3/8 652-3750 642-3750 623-3750 613-3750<br />
3/8-16 4.000 3/8 652-4000 642-4000 623-4000 613-4000<br />
3/8-16 4.250 3/8 652-4250 642-4250 623-4250 613-4250<br />
3/8-16 4.500 3/8 652-4500 642-4500 623-4500 613-4500<br />
3/8-16 4.750 3/8 652-4750 642-4750 623-4750 613-4750<br />
3/8-16 5.000 3/8 652-5000 642-5000 623-5000 613-5000<br />
3/8˝ BOLTS, 7/16˝ WRENCHING, STANDARD THREAD<br />
3/8-16 0.750 7/16 654-0750 644-0750 625-0750 615-0750<br />
3/8-16 1.000 7/16 654-1000 644-1000 625-1000 615-1000<br />
3/8-16 1.250 7/16 654-1250 644-1250 625-1250 615-1250<br />
3/8-16 1.500 7/16 654-1500 644-1500 625-1500 615-1500<br />
3/8-16 1.750 7/16 654-1750 644-1750 625-1750 615-1750<br />
800-826-3045
Diameter - Pitch UHL Wrenching<br />
800-826-3045<br />
STANDARD BOLT 5-PACKS<br />
Black Oxide Stainless<br />
Hex 12 point Hex 12 point<br />
3/8˝ BOLTS, 7/16˝ WRENCHING, STANDARD THREAD (CONTINUED)<br />
3/8-16 2.000 7/16 654-2000 644-2000 625-2000 615-2000<br />
3/8-16 2.250 7/16 654-2250 644-2250 625-2250 615-2500<br />
3/8-16 2.500 7/16 654-2500 644-2500 625-2500 615-2500<br />
3/8-16 2.750 7/16 654-2750 644-2750 625-2750 615-2750<br />
3/8-16 3.000 7/16 654-3000 644-3000 625-3000 615-3000<br />
3/8-16 3.250 7/16 654-3250 644-3250 625-3250 615-3250<br />
3/8-16 3.500 7/16 654-3500 644-3500 625-3500 615-3500<br />
3/8-16 3.750 7/16 654-3750 644-3750 625-3750 615-3750<br />
3/8-16 4.000 7/16 654-4000 644-4000 625-4000 615-4000<br />
7/16˝ BOLTS, 7/16˝ WRENCHING, STANDARD THREAD<br />
7/16-14 1.500 7/16 653-1500 643-1500 626-1500 616-1500<br />
7/16-14 1.750 7/16 653-1750 643-1750 626-1750 616-1750<br />
7/16-14 2.000 7/16 653-2000 643-2000 626-2000 616-2000<br />
7/16-14 2.250 7/16 653-2250 643-2250 626-2250 616-2250<br />
7/16-14 2.500 7/16 653-2500 643-2500 626-2500 616-2500<br />
7/16-14 2.750 7/16 653-2750 643-2750 626-2750 616-2750<br />
7/16-14 3.000 7/16 653-3000 643-3000 626-3000 616-3000<br />
7/16-14 3.250 7/16 653-3250 643-3250 626-3250 616-3250<br />
7/16-14 3.500 7/16 653-3500 643-3500 626-3500 616-3500<br />
7/16-14 3.750 7/16 653-3750 643-3750 626-3750 616-3750<br />
7/16-14 4.000 7/16 653-4000 643-4000 626-4000 616-4000<br />
7/16-14 4.250 7/16 653-4250 643-4250 626-4250 616-4250<br />
7/16-14 4.500 7/16 653-4500 643-4500 626-4500 616-4500<br />
7/16-14 4.750 7/16 653-4750 643-4750 626-4750 616-4750<br />
7/16-14 5.000 7/16 653-5000 643-5000 626-5000 616-5000<br />
7/16˝ BOLTS, 1/2˝ WRENCHING, STANDARD THREAD<br />
7/16-14 1.500 1/2 655-1500 645-1500 624-1500 614-1500<br />
7/16-14 1.750 1/2 655-1750 645-1750 624-1750 614-1750<br />
7/16-14 2.000 1/2 655-2000 645-2000 624-2000 614-2000<br />
7/16-14 2.250 1/2 655-2250 645-2250 624-2250 614-2250<br />
7/16-14 2.500 1/2 655-2500 645-2500 624-2500 614-2500<br />
7/16-14 2.750 1/2 655-2750 645-2750 624-2750 614-2750<br />
7/16-14 3.000 1/2 655-3000 645-3000 624-3000 614-3000<br />
7/16-14 3.250 1/2 655-3250 645-3250 624-3250 614-3250<br />
7/16-14 3.500 1/2 655-3500 645-3500 624-3500 614-3500<br />
7/16-14 3.750 1/2 655-3750 645-3750 624-3750 614-3750<br />
7/16-14 4.000 1/2 655-4000 645-4000 624-4000 614-4000<br />
7/16-14 4.250 1/2 655-4250 645-4250 624-4250 614-4250<br />
7/16-14 4.500 1/2 655-4500 645-4500 624-4500 614-4500<br />
7/16-14 4.750 1/2 655-4750 645-4750 624-4750 614-4750<br />
7/16-14 5.000 1/2 655-5000 645-5000 624-5000 614-5000<br />
1/2˝ BOLTS, 9/16˝ WRENCHING, STANDARD THREAD<br />
1/2-13 1.000 9/16 617-1000 627-1000 646-1000 656-1000<br />
1/2-13 1.250 9/16 617-1250 627-1250 646-1250 656-1250<br />
1/2-13 1.500 9/16 617-1500 627-1500 646-1500 656-1500<br />
1/2-13 1.750 9/16 617-1750 627-1750 646-1750 656-1750<br />
1/2-13 2.000 9/16 617-2000 627-2000 646-2000 656-2000<br />
1/2-13 2.250 9/16 617-2250 627-2250 646-2250 656-2250<br />
1/2-13 2.500 9/16 617-2500 627-2500 646-2500 656-2500<br />
1/2-13 2.750 9/16 617-2750 627-2750 646-2750 656-2750<br />
1/2-13 3.000 9/16 617-3000 627-3000 646-3000 656-3000<br />
1/2-13 3.250 9/16 617-3250 627-3250 646-3250 656-3250<br />
1/2-13 3.500 9/16 617-3500 627-3500 646-3500 656-3500<br />
1/2-13 3.750 9/16 617-3750 627-3750 646-3750 656-3750<br />
1/2-13 4.000 9/16 617-4000 627-4000 646-4000 656-4000<br />
1/2-13 4.250 9/16 617-4250 627-4250 646-4250 656-4250<br />
1/2-13 4.500 9/16 617-4500 627-4500 646-4500 656-4500<br />
1/2-13 4.750 9/16 617-4750 627-4750 646-4750 656-4750<br />
1/2-13 5.000 9/16 617-5000 627-5000 646-5000 656-5000<br />
1/2-13 5.250 9/16 617-5250 627-5250 646-5250 656-5250<br />
1/2-13 5.500 9/16 617-5500 627-5500 646-5500 656-5500<br />
1/2-13 5.750 9/16 617-5750 627-5750 646-5750 656-5750<br />
1/2-13 6.000 9/16 617-6000 627-6000<br />
Red part numbers indicate new items<br />
81<br />
the bulk company fasteners
ulk the fasteners<br />
company<br />
82<br />
FINE THREAD BOLT 5-PACKS<br />
Diameter - Pitch UHL Wrenching<br />
1/4˝ BOLTS, 5/16˝ WRENCHING, FINE THREAD<br />
Black Oxide Stainless<br />
Hex 12 point Hex 12 point<br />
1/4-28 .515 5/16 750-0515 740-0515 721-0515 711-0515<br />
1/4-28 .750 5/16 750-0750 740-0750 721-0750 711-0750<br />
1/4-28 1.000 5/16 750-1000 740-1000 721-1000 711-1000<br />
1/4-28 1.250 5/16 750-1250 740-1250 721-1250 711-1250<br />
1/4-28 1.500 5/16 750-1500 740-1500 721-1500 711-1500<br />
1/4-28 1.750 5/16 750-1750 740-1750 721-1750 711-1750<br />
1/4-28 2.000 5/16 750-2000 740-2000 721-2000 711-2000<br />
1/4-28 2.250 5/16 750-2250 740-2250 721-2250 711-2250<br />
1/4-28 2.500 5/16 750-2500 740-2500 721-2500 711-2500<br />
1/4-28 2.750 5/16 750-2750 740-2750 721-2750 711-2750<br />
1/4-28 3.000 5/16 750-3000 740-3000 721-3000 711-3000<br />
1/4-28 3.250 5/16 750-3250 740-3250 721-3250 711-3250<br />
1/4-28 3.500 5/16 750-3500 740-3500 721-3500 711-3500<br />
1/4-28 3.750 5/16 750-3750 740-3750 721-3750 711-3750<br />
1/4-28 4.000 5/16 750-4000 740-4000 721-4000 711-4000<br />
1/4-28 4.250 5/16 750-4250 740-4250 721-4250 711-4250<br />
1/4-28 4.500 5/16 750-4500 740-4500 721-4500 711-4500<br />
5/16˝ BOLTS, 3/8˝ WRENCHING, FINE THREAD<br />
5/16-24 .560 3/8 751-0560 741-0560 722-0560 712-0560<br />
5/16-24 .750 3/8 751-0750 741-0750 722-0750 712-0750<br />
5/16-24 1.000 3/8 751-1000 741-1000 722-1000 712-1000<br />
5/16-24 1.250 3/8 751-1250 741-1250 722-1250 712-1250<br />
5/16-24 1.500 3/8 751-1500 741-1500 722-1500 712-1500<br />
5/16-24 1.750 3/8 751-1750 741-1750 722-1750 712-1750<br />
5/16-24 2.000 3/8 751-2000 741-2000 722-2000 712-2000<br />
5/16-24 2.250 3/8 751-2250 741-2250 722-2250 712-2250<br />
5/16-24 2.500 3/8 751-2500 741-2500 722-2500 712-2500<br />
5/16-24 2.750 3/8 751-2750 741-2750 722-2750 712-2750<br />
5/16-24 3.000 3/8 751-3000 741-3000 722-3000 712-3000<br />
5/16-24 3.250 3/8 751-3250 741-3250 722-3250 712-3250<br />
5/16-24 3.500 3/8 751-3500 741-3500 722-3500 712-3500<br />
5/16-24 3.750 3/8 751-3750 741-3750 722-3750 712-3750<br />
5/16-24 4.000 3/8 751-4000 741-4000 722-4000 712-4000<br />
5/16-24 4.250 3/8 751-4250 741-4250 722-4250 712-4250<br />
5/16-24 4.500 3/8 751-4500 741-4500 722-4500 712-4500<br />
5/16-24 4.750 3/8 751-4750 741-4750 722-4750 712-4750<br />
5/16-24 5.000 3/8 751-5000 741-5000 722-5000 712-5000<br />
3/8˝ BOLTS, 3/8˝ WRENCHING, FINE THREAD<br />
3/8-24 .500 3/8 752-0500 742-0500 723-0500 713-0500<br />
3/8-24 .750 3/8 752-0750 742-0750 723-0750 713-0750<br />
3/8-24 1.000 3/8 752-1000 742-1000 723-1000 713-1000<br />
3/8-24 1.250 3/8 752-1250 742-1250 723-1250 713-1250<br />
3/8-24 1.500 3/8 752-1500 742-1500 723-1500 713-1500<br />
3/8-24 1.750 3/8 752-1750 742-1750 723-1750 713-1750<br />
3/8-24 2.000 3/8 752-2000 742-2000 723-2000 713-2000<br />
3/8-24 2.250 3/8 752-2250 742-2250 723-2250 713-2250<br />
3/8-24 2.500 3/8 752-2500 742-2500 723-2500 713-2500<br />
3/8-24 2.750 3/8 752-2750 742-2750 723-2750 713-2750<br />
3/8-24 3.000 3/8 752-3000 742-3000 723-3000 713-3000<br />
3/8-24 3.250 3/8 752-3250 742-3250 723-3250 713-3250<br />
3/8-24 3.500 3/8 752-3500 742-3500 723-3500 713-3500<br />
3/8-24 3.750 3/8 752-3750 742-3750 723-3750 713-3750<br />
3/8-24 4.000 3/8 752-4000 742-4000 723-4000 713-4000<br />
3/8-24 4.250 3/8 752-4250 742-4250 723-4250 713-4250<br />
3/8-24 4.500 3/8 752-4500 742-4500 723-4500 713-4500<br />
3/8-24 4.750 3/8 752-4750 742-4750 723-4750 713-4750<br />
800-826-3045
Diameter - Pitch UHL Wrenching<br />
3/8˝ BOLTS, 3/8˝ WRENCHING, FINE THREAD (CONTINUED)<br />
800-826-3045<br />
Black Oxide Stainless<br />
Hex 12 point Hex 12 point<br />
3/8-24 5.000 3/8 752-5000 742-5000 723-5000 713-5000<br />
3/8˝ BOLTS, 7/16˝ WRENCHING, FINE THREAD<br />
3/8-24 .750 7/16 754-0750 744-0750 725-0750 715-0750<br />
3/8-24 1.000 7/16 754-1000 744-1000 725-1000 715-1000<br />
3/8-24 1.250 7/16 754-1250 744-1250 725-1250 715-1250<br />
3/8-24 1.500 7/16 754-1500 744-1500 725-1500 715-1500<br />
3/8-24 1.750 7/16 754-1750 744-1750 725-1750 715-1750<br />
3/8-24 2.000 7/16 754-2000 744-2000 725-2000 715-2000<br />
3/8-24 2.250 7/16 754-2250 744-2250 725-2250 715-2250<br />
3/8-24 2.500 7/16 754-2500 744-2500 725-2500 715-2500<br />
3/8-24 2.750 7/16 754-2750 744-2750 725-2750 715-2750<br />
3/8-24 3.000 7/16 754-3000 744-3000 725-3000 715-3000<br />
3/8-24 3.250 7/16 754-3250 744-3250 725-3250 715-3250<br />
3/8-24 3.500 7/16 754-3500 744-3500 725-3500 715-3500<br />
3/8-24 3.750 7/16 754-3750 744-3750 725-3750 715-3750<br />
3/8-24 4.000 7/16 754-4000 744-4000 725-4000 715-4000<br />
7/16˝ BOLTS, 7/16˝ WRENCHING, FINE THREAD<br />
7/16-20 1.000 7/16 753-1000 743-1000 724-1000 714-1000<br />
7/16-20 1.250 7/16 753-1250 743-1250 724-1250 714-1250<br />
7/16-20 1.500 7/16 753-1500 743-1500 724-1500 714-1500<br />
7/16-20 1.750 7/16 753-1750 743-1750 724-1750 714-1750<br />
7/16-20 2.000 7/16 753-2000 743-2000 724-2000 714-2000<br />
7/16-20 2.250 7/16 753-2250 743-2250 724-2250 714-2250<br />
7/16-20 2.500 7/16 753-2500 743-2500 724-2500 714-2500<br />
7/16-20 2.750 7/16 753-2750 743-2750 724-2750 714-2750<br />
7/16-20 3.000 7/16 753-3000 743-3000 724-3000 714-3000<br />
7/16-20 3.250 7/16 753-3250 743-3250 724-3250 714-3250<br />
7/16-20 3.500 7/16 753-3500 743-3500 724-3500 714-3500<br />
7/16-20 3.750 7/16 753-3750 743-3750 724-3750 714-3750<br />
7/16-20 4.000 7/16 753-4000 743-4000 724-4000 714-4000<br />
7/16-20 4.250 7/16 753-4250 743-4250 724-4250 714-4250<br />
7/16-20 4.500 7/16 753-4500 743-4500 724-4500 714-4500<br />
7/16-20 4.750 7/16 753-4750 743-4750 724-4750 714-4750<br />
7/16-20 5.000 7/16 753-5000 743-5000 724-5000 714-5000<br />
1/2˝ BOLTS, 9/16˝ WRENCHING, FINE THREAD<br />
1/2-20 1.000 9/16 716-1000 726-1000 745-1000 755-1000<br />
1/2-20 1.250 9/16 716-1250 726-1250 745-1250 755-1250<br />
1/2-20 1.500 9/16 716-1500 726-1500 745-1500 755-1500<br />
1/2-20 1.750 9/16 716-1750 726-1750 745-1750 755-1750<br />
1/2-20 2.000 9/16 716-2000 726-2000 745-2000 755-2000<br />
1/2-20 2.250 9/16 716-2250 726-2250 745-2250 755-2250<br />
1/2-20 2.500 9/16 716-2500 726-2500 745-2500 755-2500<br />
1/2-20 2.750 9/16 716-2750 726-2750 745-2750 755-2750<br />
1/2-20 3.000 9/16 716-3000 726-3000 745-3000 755-3000<br />
1/2-20 3.250 9/16 716-3250 726-3250 745-3250 755-3250<br />
1/2-20 3.500 9/16 716-3500 726-3500 745-3500 755-3500<br />
1/2-20 3.750 9/16 716-3750 726-3750 745-3750 755-3750<br />
1/2-20 4.000 9/16 716-4000 726-4000 745-4000 755-4000<br />
1/2-20 4.250 9/16 716-4250 726-4250 745-4250 755-4250<br />
1/2-20 4.500 9/16 716-4500 726-4500 745-4500 755-4500<br />
1/2-20 4.750 9/16 716-4750 726-4750 745-4750 755-4750<br />
1/2-20 5.000 9/16 716-5000 726-5000 745-5000 755-5000<br />
1/2-20 5.250 9/16 716-5250 726-5250 745-5250 755-5250<br />
1/2-20 5.500 9/16 716-5500 726-5500 745-5500 755-5500<br />
1/2-20 5.750 9/16 716-5750 726-5750 745-5750 755-5750<br />
1/2-20 6.000 9/16 716-6000 726-6000<br />
FINE THREAD BOLT 5-PACKS<br />
Red part numbers indicate new items<br />
83<br />
the bulk company fasteners
ulk the fasteners<br />
company<br />
84<br />
METRIC BOLT 5-PACKS<br />
Diameter x Pitch UHL Wrenching<br />
M6 BOLTS, 1.00 PITCH<br />
Black Oxide Stainless<br />
Hex 12 point Hex 12 point<br />
M6 x 1.00 12 8mm 660-1016 670-1016 760-1016 770-1016<br />
M6 x 1.00 16 8mm 660-1017 670-1017 760-1017 770-1017<br />
M6 x 1.00 20 8mm 660-1001 670-1001 760-1001 770-1001<br />
M6 x 1.00 25 8mm 660-1002 670-1002 760-1002 770-1002<br />
M6 x 1.00 30 8mm 660-1003 670-1003 760-1003 770-1003<br />
M6 x 1.00 35 8mm 660-1004 670-1004 760-1004 770-1004<br />
M6 x 1.00 40 8mm 660-1005 670-1005 760-1005 770-1005<br />
M6 x 1.00 45 8mm 660-1006 670-1006 760-1006 770-1006<br />
M6 x 1.00 50 8mm 660-1007 670-1007 760-1007 770-1007<br />
M6 x 1.00 55 8mm 660-1008 670-1008 760-1008 770-1008<br />
M6 x 1.00 60 8mm 660-1009 670-1009 760-1009 770-1009<br />
M6 x 1.00 65 8mm 660-1010 670-1010 760-1010 770-1010<br />
M6 x 1.00 70 8mm 660-1011 670-1011 760-1011 770-1011<br />
M6 x 1.00 75 8mm 660-1012 670-1012 760-1012 770-1012<br />
M6 x 1.00 80 8mm 660-1013 670-1013 760-1013 770-1013<br />
M6 x 1.00 90 8mm 660-1014 670-1014 760-1014 770-1014<br />
M6 x 1.00 100 8mm 660-1015 670-1015 760-1015 770-1015<br />
M6 x 1.00 135 8mm 660-1018 670-1018 760-1018 770-1018<br />
M8 BOLTS, 1.25 PITCH<br />
M8 x 1.25 12 10mm 661-1016 671-1016 761-1016 771-1016<br />
M8 x 1.25 16 10mm 661-1017 671-1017 761-1017 771-1017<br />
M8 x 1.25 20 10mm 661-1001 671-1001 761-1001 771-1001<br />
M8 x 1.25 25 10mm 661-1002 671-1002 761-1002 771-1002<br />
M8 x 1.25 30 10mm 661-1003 671-1003 761-1003 771-1003<br />
M8 x 1.25 35 10mm 661-1004 671-1004 761-1004 771-1004<br />
M8 x 1.25 40 10mm 661-1005 671-1005 761-1005 771-1005<br />
M8 x 1.25 45 10mm 661-1006 671-1006 761-1006 771-1006<br />
M8 x 1.25 50 10mm 661-1007 671-1007 761-1007 771-1007<br />
M8 x 1.25 55 10mm 661-1008 671-1008 761-1008 771-1008<br />
M8 x 1.25 60 10mm 661-1009 671-1009 761-1009 771-1009<br />
M8 x 1.25 65 10mm 661-1010 671-1010 761-1010 771-1010<br />
M8 x 1.25 70 10mm 661-1011 671-1011 761-1011 771-1011<br />
M8 x 1.25 75 10mm 661-1012 671-1012 761-1012 771-1012<br />
M8 x 1.25 80 10mm 661-1013 671-1013 761-1013 771-1013<br />
M8 x 1.25 85 10mm 771-1018<br />
M8 x 1.25 90 10mm 661-1014 671-1014 761-1014 771-1014<br />
M8 x 1.25 100 10mm 661-1015 671-1015 761-1015 771-1015<br />
M10 BOLTS, 1.25 PITCH<br />
M10 x 1.25 20 12mm 663-1001 673-1001 763-1001 773-1001<br />
M10 x 1.25 25 12mm 663-1002 673-1002 763-1002 773-1002<br />
M10 x 1.25 30 12mm 663-1003 673-1003 763-1003 773-1003<br />
M10 x 1.25 35 12mm 663-1004 673-1004 763-1004 773-1004<br />
M10 x 1.25 40 12mm 663-1005 673-1005 763-1005 773-1005<br />
M10 x 1.25 45 12mm 663-1006 673-1006 763-1006 773-1006<br />
800-826-3045
Diameter - Pitch UHL Wrenching<br />
M10 BOLTS, 1.25 PITCH (CONTINUED)<br />
800-826-3045<br />
Black Oxide Stainless<br />
Hex 12 point Hex 12 point<br />
M10 x 1.25 50 12mm 663-1007 673-1007 763-1007 773-1007<br />
M10 x 1.25 60 12mm 663-1008 673-1008 763-1008 773-1008<br />
M10 x 1.25 70 12mm 663-1009 673-1009 763-1009 773-1009<br />
M10 x 1.25 90 12mm 663-1011 673-1011 763-1011 773-1011<br />
M10 x 1.25 100 12mm 663-1012 673-1012 763-1012 773-1012<br />
M10 BOLTS, 1.50 PITCH<br />
M10 x 1.50 20 12mm 662-1001 672-1001 762-1001 772-1001<br />
M10 x 1.50 25 12mm 662-1002 672-1002 762-1002 772-1002<br />
M10 x 1.50 30 12mm 662-1003 672-1003 762-1003 772-1003<br />
M10 x 1.50 35 12mm 662-1004 672-1004 762-1004 772-1004<br />
M10 x 1.50 40 12mm 662-1005 672-1005 762-1005 772-1005<br />
M10 x 1.50 45 12mm 662-1006 672-1006 762-1006 772-1006<br />
M10 x 1.50 50 12mm 662-1007 672-1007 762-1007 772-1007<br />
M10 x 1.50 60 12mm 662-1008 672-1008 762-1008 772-1008<br />
M10 x 1.50 65 12mm 772-1013<br />
M10 x 1.50 70 12mm 662-1009 672-1009 762-1009 772-1009<br />
M10 x 1.50 80 12mm 662-1010 672-1010 762-1010 772-1010<br />
M10 x 1.50 90 12mm 662-1011 672-1011 762-1011 772-1011<br />
M10 x 1.50 100 12mm 662-1012 672-1012 762-1012 772-1012<br />
M12 BOLTS, 1.50 PITCH<br />
M12 x 1.50 25 14mm 664-1001 674-1001 764-1001 774-1001<br />
M12 x 1.50 30 14mm 664-1002 674-1002 764-1002 774-1002<br />
M12 x 1.50 35 14mm 664-1003 674-1003 764-1003 774-1003<br />
M12 x 1.50 40 14mm 664-1004 674-1004 764-1004 774-1004<br />
M12 x 1.50 45 14mm 664-1005 674-1005 764-1005 774-1005<br />
M12 x 1.50 50 14mm 664-1006 674-1006 764-1006 774-1006<br />
M12 x 1.50 60 14mm 664-1007 674-1007 764-1007 774-1007<br />
M12 x 1.50 70 14mm 664-1008 674-1008 764-1008 774-1008<br />
M12 x 1.50 80 14mm 664-1009 674-1009 764-1009 774-1009<br />
M12 x 1.50 90 14mm 664-1010 674-1010 764-1010 774-1010<br />
M12 x 1.50 100 14mm 664-1011 674-1011 764-1011 774-1011<br />
M12 BOLTS, 1.75 PITCH<br />
METRIC BOLT 5-PACKS<br />
M12 x 1.75 25 14mm 665-1001 675-1001 765-1001 775-1001<br />
M12 x 1.75 30 14mm 665-1002 675-1002 765-1002 775-1002<br />
M12 x 1.75 35 14mm 665-1003 675-1003 765-1003 775-1003<br />
M12 x 1.75 40 14mm 665-1004 675-1004 765-1004 775-1004<br />
M12 x 1.75 45 14mm 665-1005 675-1005 765-1005 775-1005<br />
M12 x 1.75 50 14mm 665-1006 675-1006 765-1006 775-1006<br />
M12 x 1.75 60 14mm 665-1007 675-1007 765-1007 775-1007<br />
M12 x 1.75 70 14mm 665-1008 675-1008 765-1008 775-1008<br />
M12 x 1.75 80 14mm 665-1009 675-1009 765-1009 775-1009<br />
M12 x 1.75 90 14mm 665-1010 675-1010 765-1010 775-1010<br />
M12 x 1.75 100 14mm 665-1011 675-1011 765-1011 775-1011<br />
Red part numbers indicate new items<br />
85<br />
the bulk company fasteners
ulk the fasteners<br />
company<br />
86<br />
FASTENER BULK BINS<br />
There are four packages to choose from based on what<br />
you normally use around the shop. The finish options include<br />
Stainless or Black Oxide and wrenching options of either Hex or<br />
12-point. Each drawer has the contents printed on the inside of<br />
the lid to make reordering easy.<br />
Here’s a great way to make sure you’ve got the right <strong>ARP</strong> fastener<br />
when you need it. Whether you’re a professional or weekend<br />
race team, hot rod shop, engine builder or just a weekend hobbyist<br />
that wants to do it right. The <strong>ARP</strong> Fastener Bulk Bins are<br />
just made for you.<br />
3 /8-16 Stainless Hex<br />
.500<br />
<strong>ARP</strong> Part # H3AJ.500-3CL<br />
1.750<br />
.750<br />
<strong>ARP</strong> Part # H3AJ.750-3CL<br />
1.000<br />
<strong>ARP</strong> Part # H3AJ1.000-3CL<br />
1.250<br />
1.500<br />
<strong>ARP</strong> Part # H3AJ1.250-3CL <strong>ARP</strong> Part # H3AJ1.500-12CL<br />
<strong>ARP</strong> Part # H3AJ1.750-12CL <strong>ARP</strong> Part # H3AJ2.000-12CL <strong>ARP</strong> Part # H3AJ2.250-12CL <strong>ARP</strong> Part # H3AJ2.500-12CL <strong>ARP</strong> Part # H3AJ2.750-12CL<br />
3.000<br />
<strong>ARP</strong> Part # H3AJ3.000-12CL<br />
2.000<br />
2.250<br />
.625 OD .687 OD .750 OD<br />
Washer<br />
<strong>ARP</strong> Part # 200-8405<br />
Washer<br />
<strong>ARP</strong> Part # 200-8413<br />
Washer<br />
<strong>ARP</strong> Part # 400-8507<br />
2.500<br />
Hex Nuts<br />
<strong>ARP</strong> Part # 400-8654<br />
2.750<br />
Nyloc<br />
Hex Nuts<br />
<strong>ARP</strong> Part # 400-8664<br />
Toll Free: 800-826-3045 • Local: 805-339-2200 • Fax: 805-650-0742<br />
www.arp-bolts.com<br />
SAMPLE DRAWER LABELS<br />
FASTENER LISTS FOR EACH OF THE FOUR BULK BIN OPTIONS<br />
3 /8-16 Stainless Hex<br />
<strong>ARP</strong><br />
MOLY<br />
ASSEMBLY<br />
LUBE<br />
5 /1 6 -18 Black Oxide 12 pt<br />
.560<br />
<strong>ARP</strong> Part # 100-9903<br />
<strong>ARP</strong> Part # 3AG.560-5CL<br />
1.750<br />
THREAD<br />
CLEANING<br />
T A P<br />
<strong>ARP</strong> Part # 3AG1.750-5CL<br />
3.000<br />
<strong>ARP</strong> Part # 3AG3.000-5CL<br />
.750<br />
<strong>ARP</strong> Part # 3AG.750-5CL<br />
2.000<br />
<strong>ARP</strong> Part # 3AG2.000-5CL<br />
.562 OD .625 OD<br />
Washer<br />
<strong>ARP</strong> Part # 200-8402<br />
<strong>ARP</strong> Part # 911-0003<br />
07/07 998-0502 [C]<br />
Washer<br />
<strong>ARP</strong> Part # 200-8410<br />
1.000<br />
<strong>ARP</strong> Part # 3AG1.000-5CL<br />
2.250<br />
<strong>ARP</strong> Part # 3AG2.250-5CL<br />
Hex Nuts<br />
<strong>ARP</strong> Part # 200-8652<br />
1.250<br />
<strong>ARP</strong> Part # 3AG1.250-5CL<br />
2.500<br />
<strong>ARP</strong> Part # 3AG2.500-5CL<br />
Nyloc<br />
Hex Nuts<br />
<strong>ARP</strong> Part # 200-8662<br />
1.500<br />
<strong>ARP</strong> Part # 3AG1.500-5CL<br />
2.750<br />
<strong>ARP</strong> Part # 3AG2.750-5CL<br />
Toll Free: 800-826-3045 • Local: 805-339-2200 • Fax: 805-650-0742<br />
www.arp-bolts.com<br />
7 /16-14 Black Oxide Hex<br />
1.000<br />
<strong>ARP</strong> Part # H4AP1.000-5C<br />
2.250<br />
<strong>ARP</strong> Part # H4AP2.250-5C<br />
1.250<br />
<strong>ARP</strong> Part # H4AP1.250-5C<br />
2.500<br />
<strong>ARP</strong> Part # H4AP2.500-5C<br />
.750 OD .812 OD<br />
Washer<br />
<strong>ARP</strong> Part # 200-8406<br />
Washer<br />
<strong>ARP</strong> Part # 200-8509<br />
1.500<br />
<strong>ARP</strong> Part # H4AP1.500-5C<br />
2.750<br />
<strong>ARP</strong> Part # H4AP2.750-5C<br />
Hex Nuts<br />
<strong>ARP</strong> Part # 200-8656<br />
5 /1 6 -18 Black Oxide 12 pt<br />
1.750<br />
<strong>ARP</strong> Part # H4AP1.750-5C<br />
3.000<br />
<strong>ARP</strong> Part # H4AP3.000-5C<br />
Nyloc<br />
Hex Nuts<br />
<strong>ARP</strong> Part # 200-8666<br />
<strong>ARP</strong><br />
MOLY<br />
ASSEMBLY<br />
LUBE<br />
<strong>ARP</strong> Part # 100-9903<br />
THREAD<br />
CLEANING<br />
T A P<br />
<strong>ARP</strong> Part # 911-0002<br />
07/07 998-0501 [B]<br />
2.000<br />
<strong>ARP</strong> Part # H4AP2.000-5C<br />
Toll Free: 800-826-3045 • Local: 805-339-2200 • Fax: 805-650-0742<br />
www.arp-bolts.com<br />
998-0500 - Stainless 12 pt 998-0501 - Black Oxide 12 pt 998-0502 - Stainless Hex 998-0503 - Black Oxide Hex<br />
Bolts<br />
UHL QTY<br />
0.515 30<br />
0.750 30<br />
1.000 30<br />
1.250 30<br />
1.500 30<br />
1.750 15<br />
2.000 15<br />
Bolts<br />
UHL QTY<br />
0.560 20<br />
0.750 20<br />
1.000 20<br />
1.250 20<br />
1.500 20<br />
1.750 10<br />
2.000 10<br />
Bolts<br />
UHL QTY<br />
0.500 25<br />
0.750 25<br />
1.000 25<br />
1.250 25<br />
1.500 25<br />
1.750 10<br />
2.000 10<br />
2.250 10<br />
Bolts<br />
UHL QTY<br />
1.000 10<br />
1.250 10<br />
1.500 10<br />
1.750 10<br />
2.000 10<br />
2.250 10<br />
2.500 10<br />
Drawer A: 1/4-20 Drawer A: 1/4-20 Drawer A: 1/4-20 Drawer A: 1/4-20<br />
Bolts (cont.)<br />
2.250 15<br />
2.500 15<br />
2.750 15<br />
3.000 15<br />
Washers<br />
OD QTY<br />
0.500 50<br />
0.562 50<br />
Drawer B: 5/16-18<br />
Bolts (cont.)<br />
2.250 10<br />
2.500 10<br />
2.750 10<br />
3.000 10<br />
Washers<br />
OD QTY<br />
0.562 50<br />
0.625 50<br />
Drawer C: 3/8-16<br />
Bolts (cont.)<br />
2.500 10<br />
2.750 10<br />
3.000 10<br />
Washers<br />
OD QTY<br />
0.625 50<br />
0.687 50<br />
0.750 50<br />
Drawer D: 7/16-14<br />
Bolts (cont.)<br />
2.750 10<br />
3.000 5<br />
Washers<br />
OD QTY<br />
0.750 50<br />
0.812 50<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Bolts<br />
UHL QTY<br />
0.515 30<br />
0.750 30<br />
1.000 30<br />
1.250 30<br />
1.500 30<br />
1.750 15<br />
2.000 15<br />
Bolts<br />
UHL QTY<br />
0.560 20<br />
0.750 20<br />
1.000 20<br />
1.250 20<br />
1.500 20<br />
1.750 10<br />
2.000 10<br />
Bolts<br />
UHL QTY<br />
0.500 25<br />
0.750 25<br />
1.000 25<br />
1.250 25<br />
1.500 25<br />
1.750 10<br />
2.000 10<br />
2.250 10<br />
Bolts<br />
UHL QTY<br />
1.000 10<br />
1.250 10<br />
1.500 10<br />
1.750 10<br />
2.000 10<br />
2.250 10<br />
2.500 10<br />
Bolts (cont.)<br />
2.250 15<br />
2.500 15<br />
2.750 15<br />
3.000 15<br />
Washers<br />
OD QTY<br />
0.500 50<br />
0.562 50<br />
Drawer B: 5/16-18<br />
Bolts (cont.)<br />
2.250 10<br />
2.500 10<br />
2.750 10<br />
3.000 10<br />
Washers<br />
OD QTY<br />
0.562 50<br />
0.625 50<br />
Drawer C: 3/8-16<br />
Bolts (cont.)<br />
2.500 10<br />
2.750 10<br />
3.000 10<br />
Washers<br />
OD QTY<br />
0.625 50<br />
0.687 50<br />
0.750 50<br />
Drawer D: 7/16-14<br />
Bolts (cont.)<br />
2.750 10<br />
3.000 5<br />
Washers<br />
OD QTY<br />
0.750 50<br />
0.812 50<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Bolts<br />
UHL QTY<br />
0.515 30<br />
0.750 30<br />
1.000 30<br />
1.250 30<br />
1.500 30<br />
1.750 15<br />
2.000 15<br />
Bolts<br />
UHL QTY<br />
0.560 20<br />
0.750 20<br />
1.000 20<br />
1.250 20<br />
1.500 20<br />
1.750 10<br />
2.000 10<br />
Bolts<br />
UHL QTY<br />
0.500 25<br />
0.750 25<br />
1.000 25<br />
1.250 25<br />
1.500 25<br />
1.750 10<br />
2.000 10<br />
2.250 10<br />
Bolts<br />
UHL QTY<br />
1.000 10<br />
1.250 10<br />
1.500 10<br />
1.750 10<br />
2.000 10<br />
2.250 10<br />
2.500 10<br />
Bolts (cont.)<br />
2.250 15<br />
2.500 15<br />
2.750 15<br />
3.000 15<br />
Washers<br />
OD QTY<br />
0.500 50<br />
0.562 50<br />
Drawer B: 5/16-18<br />
Bolts (cont.)<br />
2.250 10<br />
2.500 10<br />
2.750 10<br />
3.000 10<br />
Washers<br />
OD QTY<br />
0.562 50<br />
0.625 50<br />
Drawer C: 3/8-16<br />
Bolts (cont.)<br />
2.500 10<br />
2.750 10<br />
3.000 10<br />
Washers<br />
OD QTY<br />
0.625 50<br />
0.687 50<br />
0.750 50<br />
Drawer D: 7/16-14<br />
Bolts (cont.)<br />
2.750 10<br />
3.000 5<br />
Washers<br />
OD QTY<br />
0.750 50<br />
0.812 50<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
<strong>ARP</strong><br />
Ultra-Torque ®<br />
Fastener<br />
Assembly<br />
Lubricant<br />
<strong>ARP</strong> Part # 100-9909<br />
¼-20 Stainless 12 pt ¼-20 Stainless 12 pt<br />
.515<br />
<strong>ARP</strong> Part # 2AL.515-3SL<br />
1.750<br />
<strong>ARP</strong> Part # 2AL1.750-12SL<br />
3.000<br />
<strong>ARP</strong> Part # 2AL3.000-12SL<br />
.500 OD<br />
Washer<br />
<strong>ARP</strong> Part # 200-8414<br />
.750<br />
<strong>ARP</strong> Part # 2AL.750-3SL<br />
2.000<br />
<strong>ARP</strong> Part # 2AL2.000-12SL<br />
.562 OD<br />
Washer<br />
<strong>ARP</strong> Part # 200-8409<br />
1.000<br />
<strong>ARP</strong> Part # 2AL1.000-3SL<br />
2.250<br />
<strong>ARP</strong> Part # 2AL2.250-12SL<br />
Hex Nuts<br />
<strong>ARP</strong> Part # 400-8651<br />
1.250<br />
<strong>ARP</strong> Part # 2AL1.250-12SL<br />
2.500<br />
<strong>ARP</strong> Part # 2AL2.500-12SL<br />
Nyloc<br />
Hex Nuts<br />
<strong>ARP</strong> Part # 400-8661<br />
Bolts<br />
UHL QTY<br />
0.515 30<br />
0.750 30<br />
1.000 30<br />
1.250 30<br />
1.500 30<br />
1.750 15<br />
2.000 15<br />
Bolts<br />
UHL QTY<br />
0.560 20<br />
0.750 20<br />
1.000 20<br />
1.250 20<br />
1.500 20<br />
1.750 10<br />
2.000 10<br />
Bolts<br />
UHL QTY<br />
0.500 25<br />
0.750 25<br />
1.000 25<br />
1.250 25<br />
1.500 25<br />
1.750 10<br />
2.000 10<br />
2.250 10<br />
Bolts<br />
UHL QTY<br />
1.000 10<br />
1.250 10<br />
1.500 10<br />
1.750 10<br />
2.000 10<br />
2.250 10<br />
2.500 10<br />
1.500<br />
<strong>ARP</strong> Part # 2AL1.500-12SL<br />
2.750<br />
<strong>ARP</strong> Part # 2AL2.750-12SL<br />
Toll Free: 800-826-3045 • Local: 805-339-2200 • Fax: 805-650-0742<br />
www.arp-bolts.com<br />
<strong>ARP</strong><br />
Ultra-Torque MOLY<br />
ASSEMBLY<br />
LUBE<br />
®<br />
Fastener<br />
Assembly<br />
Lubricant<br />
<strong>ARP</strong> Part # 100-9909<br />
<strong>ARP</strong> Part # 100-9903<br />
THREAD<br />
CLEANING<br />
TA P<br />
<strong>ARP</strong> Part # 911-0001<br />
Bolts (cont.)<br />
2.250 15<br />
2.500 15<br />
2.750 15<br />
3.000 15<br />
Washers<br />
OD QTY<br />
0.500 50<br />
0.562 50<br />
Drawer B: 5/16-18<br />
Bolts (cont.)<br />
2.250 10<br />
2.500 10<br />
2.750 10<br />
3.000 10<br />
Washers<br />
OD QTY<br />
0.562 50<br />
0.625 50<br />
Drawer C: 3/8-16<br />
Bolts (cont.)<br />
2.500 10<br />
2.750 10<br />
3.000 10<br />
Washers<br />
OD QTY<br />
0.625 50<br />
0.687 50<br />
0.750 50<br />
Drawer D: 7/16-14<br />
Bolts (cont.)<br />
2.750 10<br />
3.000 5<br />
Washers<br />
OD QTY<br />
0.750 50<br />
0.812 50<br />
07/07 998-0500 [A]<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
Hex Nuts<br />
QTY<br />
Std. 50<br />
Nyloc 50<br />
Miscellaneous<br />
<strong>ARP</strong> Ultra-Torque<br />
fastener assembly<br />
lubricant<br />
Cleaning Tap<br />
<strong>ARP</strong><br />
Ultra-Torque ®<br />
Fastener<br />
Assembly<br />
Lubricant<br />
<strong>ARP</strong> Part # 100-9909<br />
7 /16-14 Black Oxide Hex<br />
800-826-3045<br />
<strong>ARP</strong><br />
Ultra-Torque ®<br />
Fastener<br />
Assembly<br />
Lubricant<br />
<strong>ARP</strong><br />
MOLY<br />
ASSEMBLY<br />
LUBE<br />
<strong>ARP</strong> Part # 100-9909<br />
<strong>ARP</strong> Part # 100-9903<br />
THREAD<br />
CLEANING<br />
T A P<br />
<strong>ARP</strong> Part # 911-0004<br />
07/07 998-0503 [D]
12-POINT NUTS<br />
Available in a variety of sizes to suit your needs, all <strong>ARP</strong> 12-point nuts are<br />
constructed from 8740 chrome moly steel or <strong>ARP</strong> 300 Series stainless steel<br />
material, and meet <strong>ARP</strong>’s highest standards of quality. Rated at 180,000 psi<br />
tensile strength, <strong>ARP</strong> 12-point nuts are manufactured in thick wall versions<br />
for optimum strength and rigidity and thin wall versions for applications<br />
with limited space requirements. All 8740 chrome moly steel nuts are black<br />
oxide finished and all stainless steel nuts are polished to a briliant luster. <strong>ARP</strong><br />
12-point nuts are available in 1-piece bulk, 2-piece and 10 piece packages.<br />
Thread Size<br />
STANDARD THREAD<br />
800-826-3045<br />
Socket<br />
Size<br />
12-Point<br />
(1 PC-Bulk)<br />
12-Point<br />
(2 PC-Pack)<br />
12-Point<br />
(10 PC-Pack)<br />
12-Point SS<br />
(1 PC-Bulk)<br />
1/4-20 5/16 301-8300 301-8320 301-8340 401-8300<br />
12-Point SS<br />
(2 PC-Pack)<br />
12-Point SS<br />
(10 PC-Pack)<br />
1/4-28 5/16 300-8300 300-8320 300-8330 400-8300 400-8320 400-8330<br />
5/16-18 3/8 301-8303 301-8323 301-8343 401-8303<br />
5/16-24 3/8 300-8301 300-8321 300-8331 400-8301<br />
11/32-24 7/16 300-8373 300-8383 300-8393<br />
3/8-16 7/16 301-8301 301-8321 301-8341 401-8301<br />
3/8-24 7/16 300-8302 300-8322 300-8332 400-8302 400-8322 400-8332<br />
3/8-24 1/2 300-8371 300-8381 300-8391<br />
3/8-24 (1) 1/2 300-8372 300-8382 300-8392<br />
7/16-14 1/2 301-8306 301-8326 301-8346 401-8306<br />
7/16-20 1/2 300-8303 300-8323 300-8333 400-8303 400-8323 400-8333<br />
7/16-20 (2) 1/2 300-8375 300-8385 300-8395<br />
7/16-20 (3) 1/2 301-8316 301-8336 301-8356<br />
7/16-20 9/16 300-8374 300-8384 300-8394<br />
7/16-20 5/8 301-8314 301-8334 301-8354<br />
1/2-13 9/16 301-8302 301-8322 301-8342 401-8302<br />
1/2-20 9/16 300-8304 300-8324 300-8334<br />
1/2-20 5/8 300-8306 300-8326 300-8336<br />
1/2-20 11/16 301-8313 301-8333 301-8353<br />
9/16-12 11/16 301-8307 301-8327 301-8347<br />
9/16-18 11/16 300-8305 300-8325 300-8335<br />
5/8-18 13/16 300-8309 300-8329 300-8339<br />
METRIC THREAD<br />
M6 x 1.00 8mm 300-8370 300-8380 300-8390 400-8370<br />
M7 x 1.00 9mm 300-8346 300-8356 300-8366 400-8346<br />
M8 x 1.00 10mm 300-8340 300-8350 300-8360 400-8340<br />
M8 x 1.25 10mm 300-8310 300-8311 300-8312 400-8310<br />
M9 x 1.00 11mm 300-8341 300-8351 300-8361 400-8341<br />
M9 x 1.00 13mm 301-8308 301-8328 301-8348<br />
M9 x 1.25 12mm 300-8342 300-8352 300-8362<br />
M10 x 1.00 12mm 301-8311 301-8331 301-8351 401-8311<br />
M10 x 1.25* 12mm 300-8343 300-8353 300-8363<br />
M10 x 1.25 12mm 300-8344 300-8354 300-8364 400-8344<br />
M10 x 1.25* 12mm 301-8310 301-8330 301-8350<br />
M10 x 1.25 (4) 16mm 301-8312 301-8332 301-8352<br />
M10 x 1.25 (5) 16mm 301-8315 301-8335 301-8355<br />
M10 x 1.50 12mm 300-8345 300-8355 300-8365 400-8345<br />
M12 x 1.00 14mm 300-8347 300-8367 300-8387 400-8347<br />
M12 x 1.25 14mm 300-8307 300-8327 300-8337 400-8307<br />
M12 x 1.25* 14mm 300-8308 300-8328 300-8338 400-8308<br />
M12 x 1.25 16mm 301-8318 301-8338 301-8358<br />
M12 x 1.75 14mm 300-8376 300-8386 300-8396<br />
*small collar (1) .645 flange (2) .600 flange (3) .475 height (4) .450 height (5) .375 height Red part numbers indicate new items<br />
87<br />
the bulk company fasteners
ulk the fasteners<br />
company<br />
88<br />
HEx NUTS<br />
Constructed from the finest aerospace-quality materials,<br />
these hex nuts are available in most sizes to meet your needs.<br />
All hex nuts meet <strong>ARP</strong>’s exacting quality control standards and<br />
exceed grade 8 hardware in terms of performance and reliability.<br />
All hex nuts are rated 180,000 psi tensile strength and are black<br />
oxided.<br />
Thread Size<br />
Socket<br />
Size<br />
Hex<br />
(1 PC-Bulk)<br />
Hex<br />
(2 PC-Pack)<br />
Hex<br />
(10 PC-Pack)<br />
1/4-28 (1) 7/16 200-8601 200-8621 200-8631<br />
Hex SS<br />
(1 PC-Bulk)<br />
5/16-18 (2) 1/2 301-8304 301-8324 301-8344 401-8304<br />
5/16-24 3/8 200-8614 200-8644 200-8674 400-8614<br />
5/16-24 1/2 200-8602 200-8622 200-8632<br />
11/32-24 1/2 200-8603 200-8623 200-8633<br />
3/8-16 (2) 9/16 200-8704 200-8724 200-8734 400-8704<br />
3/8-24 9/16 200-8604 200-8624 200-8634 400-8604<br />
7/16-14 (2) 5/8 301-8305 301-8325 301-8345 401-8305<br />
7/16-20 5/8 200-8605 200-8625 200-8635 400-8605<br />
7/16-20 11/16 200-8606 200-8626 200-8636<br />
1/2-20 3/4 200-8607 200-8627 200-8637 400-8607<br />
9/16-18 7/8 200-8608 200-8628 200-8638<br />
(1) cad-plated (2) flanged hex nut<br />
STANDARD & NYLOC<br />
5-PACKS<br />
To compliment <strong>ARP</strong> “bulk” 5-pack chrome moly and stainless<br />
steel fasteners we have assembled matching groups of nuts. They,<br />
too, come in convenient 5-pack skin cards. Take your pick from<br />
stainless steel and black oxide finished standard nuts or stainless steel<br />
Nyloc and cad plated Nyloc self-locking nuts.<br />
STANDARD THREAD<br />
Thread Size<br />
Stainless<br />
Hex<br />
Black Oxide<br />
Hex<br />
Stainless<br />
Nyloc Hex<br />
Cad Plated<br />
Nyloc Hex<br />
1/4-20 400-8651 200-8651 400-8661 200-8661<br />
5/16-18 400-8652 200-8652 400-8662 200-8662<br />
3/8-16 400-8654 200-8654 400-8664 200-8664<br />
7/16-14 400-8656 200-8656 400-8666 200-8666<br />
1/2-13 400-8657 200-8657 400-8667 200-8667<br />
FINE THREAD<br />
1/4-28 400-8751 400-8761 400-8771<br />
5/16-24 400-8752 400-8762<br />
3/8-24 400-8754 400-8764<br />
7/16-20 400-8756 400-8766<br />
1/2-20 400-8757 400-8767<br />
Red part numbers indicate new items<br />
800-826-3045
SERRATED FLANGE NUTS<br />
PLATE NUTS<br />
800-826-3045<br />
These serrated hex nuts with flanged collars are available especially for carburetor, valve cover,<br />
front cover, oil pan studs and windage tray studs. Made from premium-quality material, they are<br />
cad-plated. All general purpose nuts are rated 150,000 psi tensile strength.<br />
Note: Do not use<br />
on cylinder heads,<br />
mains, or rods!<br />
Plate Nuts are a quick and efficient way to provide a captive self-locking nut<br />
wherever you might need one. Ideal for use in difficult to reach areas, particularly<br />
when in a hurry. Available in a wide variety, these represent a selection of popular<br />
applications. Can be riveted, screwed or welded in position. Made of carbon alloy<br />
steel. Finished in cadmium and chromate.<br />
Right Angle, Miniature Floating Panel Fastener<br />
SELF-LOCKING NUTS<br />
For high stress, high temperature and severe vibration – all metal six point<br />
Jet-nuts and 12-point K-nuts are ideal for use practically everywhere. Features<br />
include elliptically offset, light weight, temperature resistant, positive locking<br />
and almost indefinitely reusable. The upper portion of the nut is distorted or<br />
offset elliptically. The elastic deformation creates a friction hold sufficient to<br />
lock the nut. Made of carbon-alloy steel, cadmium and chromate finish.<br />
Size NAS Part No.<br />
HEX (JET NUT)<br />
10-32 -3 200-8101<br />
1/4-28 -4 200-8102<br />
5/16-24 -5 200-8103<br />
3/8-24 -6 200-8104<br />
HEX, 1/2 HEIGHT, DRILLED<br />
1/4-28 -4 200-8113<br />
5/16-24 -5 200-8114<br />
Thread<br />
Size<br />
Socket<br />
Size<br />
Hex<br />
(1 PC-Bulk)<br />
Hex<br />
(2 PC-Pack)<br />
Hex<br />
(10 PC-Pack)<br />
Hex SS<br />
(1 PC-Bulk)<br />
1/4-28 7/16 200-8609 200-8629 200-8639 400-8609<br />
5/16-24 1/2 200-8610 200-8620 200-8630 400-8610<br />
5/16-24 (4) 1/2 200-8645 200-8655 200-8665<br />
3/8-24 9/16 200-8600 200-8640 200-8650<br />
M10 x 1.25 12mm 200-8663 200-8673 200-8683<br />
Size NAS Part No.<br />
FLOATING, WITH REPLACEABLE NUT<br />
10-32 -3 200-9111<br />
1/4-28 -4 200-9112<br />
5/16-24 -5 200-9113<br />
2-LUG, FIXED<br />
10-32 -3 200-9101<br />
1/4-28 -4 200-9102<br />
5/16-24 -5 200-9103<br />
3/8-24 -6 200-9104<br />
2-LUG FIXED WITH COUNTER SUNK RIVET HOLES<br />
10-32 -3 200-9106<br />
1/4-28 -4 200-9107<br />
5/16-24 -5 200-9108<br />
RIGHT ANGLE, MINIATURE FLOATING PANEL FASTENER<br />
4-40 200-9121<br />
Size NAS Part No.<br />
12-POINT REDUCED WRENCHING<br />
10-32 -3 200-8201<br />
1/4-28 -4 200-8202<br />
5/16-24 -5 200-8203<br />
3/8-24 -6 200-8204<br />
HEX, 1/2 HEIGHT<br />
10-32 -3 200-8107<br />
1/4-28 -4 200-8108<br />
5/16-24 -5 200-8109<br />
3/8-24 -6 200-8110<br />
(4) non-serrated<br />
89<br />
the bulk company fasteners
ulk the fasteners<br />
company<br />
90<br />
SPECIAL PURPOSE WASHERS<br />
A true high performance washer from <strong>ARP</strong>, available in a variety of<br />
sizes and thickness, and with or without I.D. (inside diameter) chamfers.<br />
All are constructed from premium chrome moly and are parallel-ground,<br />
hardened, and finished in black oxide. Our 3/8˝ I.D. washers, for example,<br />
come in four different sizes (O.D.) and different thicknesses. Special connecting<br />
rod washers are available, as are some of the more popular metric<br />
sizes. All of the washers are available individually, with most of them also<br />
offered in handy 2-piece and 10-piece packages. Build up an inventory of<br />
these premium quality washers so you won’t get caught short when the<br />
need arises.<br />
PREMIUM CHROME MOLY, BLACK OXIDE<br />
Application Inside Dia. Outside Dia. Thickness 1 PC-Bulk 2 PC-Pack 10 PC-Pack<br />
Washer, no chamfer 3/8 5/8 .120˝ 200-8504 200-8544 200-8554<br />
Washer, with chamfer 3/8 5/8 .062˝ 200-8505 200-8675 200-8685<br />
Washer, no chamfer 3/8 .675 .120˝ 200-8506 200-8546 200-8556<br />
Washer, no chamfer 3/8 3/4 .120˝ 200-8507 200-8677 200-8687<br />
Washer, with chamfer 3/8 3/4 .120˝ 200-8517 200-8547 200-8557<br />
Washer, no chamfer, radiused O.D. 3/8 7/8 .150˝ 200-8508 200-8678 200-8688<br />
Washer, with chamfer 3/8 1.200 .120 200-8713 200-8733 200-8763<br />
Washer, no chamfer 5/16 .550 .120˝ 200-8593 200-8578 200-8584<br />
Washer, with chamfer 5/16 .550 .120˝ 200-8594 200-8579 200-8585<br />
Washer, no chamfer 5/16 .675 .120˝ 200-8595 200-8580 200-8586<br />
Washer, with chamfer 5/16 .675 .120˝ 200-8575 200-8581 200-8587<br />
Washer, no chamfer 5/16 13/16 .120˝ 200-8576 200-8582 200-8588<br />
Washer, with chamfer 5/16 13/16 .120˝ 200-8577 200-8583 200-8589<br />
Washer, with chamfer 7/16 .660 .120 200-8718 200-8738 200-8768<br />
Connecting rod washer, with chamfer 7/16 .675 .062˝ 200-8501 200-8671 200-8681<br />
Washer, with chamfer 7/16 13/16 .120˝ 200-8509 200-8529 200-8539<br />
Washer, no chamfer 7/16 13/16 .120˝ 200-8510 200-8520 200-8530<br />
Connecting rod washer, with chamfer 7/16 3/4 .073˝ 200-8502 200-8672 200-8682<br />
Washer, no chamfer 7/16 3/4 .120˝ 200-8511 200-8521 200-8531<br />
Washer, with chamfer 7/16 3/4 .120˝ 200-8518 200-8548 200-8558<br />
Washer, no chamfer 7/16 7/8 .120 200-8707 200-8727 200-8747<br />
Washer, with chamfer 7/16 7/8 .120˝ 200-8512 200-8522 200-8532<br />
Washer, no chamfer 7/16 .995 .120 200-8708 200-8728 200-8748<br />
Washer, with chamfer 7/16 2.000 .275 200-8717<br />
Washer, no chamfer .471 1.300 .120˝ 200-8429 200-8439 200-8449<br />
Washer, with chamfer 1/2 7/8 .120˝ 200-8513 200-8523 200-8533<br />
Washer, with chamfer 1/2 7/8 .120˝ 200-8514 200-8524 200-8534<br />
Washer, no chamfer 1/2 1.300 .120 200-8702 200-8722 200-8742<br />
Washer, with chamfer 1/2 1.350 .245 200-8703<br />
Washer, with chamfer 1/2 2.000 .250 200-8749<br />
Washer, no chamfer 9/16 1.000 .120˝ 200-8515 200-8525 200-8535<br />
Washer, with chamfer 9/16 1.000 .120 200-8719 200-8739 200-8769<br />
Washer, no chamfer 5/8 1.300 .120 200-8753 200-8773 200-8793<br />
Washer, no chamfer 5/8 1.600 .305 200-8754<br />
Washer, with chamfer 5/8 2.000 .275 200-8755<br />
Washer, with chamfer 3/4 1.750 .305 200-8714<br />
Red part numbers indicate new items<br />
800-826-3045
GENERAL PURPOSE WASHERS<br />
Quality washers for many applications, such as<br />
attaching accessories, chassis components, etc. They<br />
are not of the hardness required for use on cylinder<br />
heads, mains and connecting rods. Available in<br />
black oxide and stainless steel. Stainless demonstrates<br />
excellent corrosion resistance. Washers have<br />
over-sized I.D. (inside diameter) to clear most<br />
under-bolt head radii. Available for 1/4, 5/16, 3/8,<br />
7/16, 1/2˝ and 10mm shank bolts and studs.<br />
800-826-3045<br />
Application Inside Dia. Outside Dia. Thickness 1 PC-Bulk 2 PC-Pack 10 PC-Pack<br />
PREMIUM CHROME MOLY, BLACK OXIDE (CONTINUED)<br />
Washer, with chamfer 3/4 2.000 .305 200-8715<br />
Washer, no chamfer 6mm .890 .165 200-8711 200-8741 200-8761<br />
Washer, no chamfer 6mm .990 .065˝ 200-8676 200-8686 200-8696<br />
Washer, no chamfer 8mm .575 .062˝ 200-8641 200-8642 200-8643<br />
Washer, no chamfer 9mm 13/16 .120 200-8712 200-8732 200-8762<br />
Washer, with chamfer 9mm 13/16 .120 200-8729 200-8759 200-8789<br />
Washer, with chamfer 10mm .591 .078 200-8716 200-8736 200-8766<br />
Washer, with chamfer 10mm 3/4 .120 200-8705 200-8725 200-8745<br />
Washer, no chamfer 10mm 3/4 .120˝ 200-8519 200-8679 200-8689<br />
Washer, no chamfer 10mm .850 .120˝ 200-8590 200-8591 200-8592<br />
Washer, with chamfer 10mm 7/8 .155 200-8706 200-8726 200-8746<br />
Washer, no chamfer 12mm 3/4 .120˝ 200-8516 200-8526 200-8536<br />
Washer, with chamfer 12mm 3/4 .120 200-8710 200-8740 200-8760<br />
Washer, with chamfer 12mm 7/8 .090 200-8428 200-8438 200-8448<br />
Washer, no chamfer 12mm 7/8 .120˝ 200-8500 200-8527 200-8537<br />
Washer, no chamfer 12mm .995 .120 200-8752 200-8772 200-8792<br />
Washer, with chamfer 12mm 1.480 .200 200-8750<br />
Washer, with chamfer 12mm 1.550 .250 200-8751<br />
Washer, with chamfer 14mm 1.560 .255 200-8756<br />
STAINLESS STEEL<br />
Washer, with chamfer 5/16 .625 .120˝ 400-8530 400-8540 400-8550<br />
Washer, no chamfer 3/8 .720 .120˝ 400-8501 400-8504 400-8508<br />
Washer, with chamfer 3/8 .750 .120˝ 400-8507 400-8527 400-8537<br />
Washer, with chamfer 7/16 .812 .120˝ 400-8509 400-8529 400-8539<br />
Washer, no chamfer 6mm .890 .165 400-8711<br />
Washer, with chamfer 10mm .630 .075˝ 400-8503 400-8523 400-8533<br />
Washer, with chamfer 10mm .750 .120˝ 400-8519 400-8520 400-8521<br />
Washer, no chamfer 10mm .750 .120˝ 400-8524 400-8534 400-8544<br />
Washer, with chamfer 10mm .865 .160˝ 400-8502 400-8522 400-8532<br />
Washer, with chamfer 12mm .875 .090 400-8428<br />
Red part numbers indicate new items<br />
Note: Do not use on cylinder heads, mains, or rods!<br />
Inside Dia. Outside Dia. Thickness Black Oxide Stainless Cad Plated<br />
1/4 1/2 .063˝ 200-8401 200-8414 200-8416<br />
1/4 9/16 .063˝ 200-8408 200-8409<br />
5/16 9/16 .063˝ 200-8402 200-8403 200-8417<br />
5/16 5/8 .063˝ 200-8410 200-8411<br />
3/8 5/8 .063˝ 200-8404 200-8405 200-8418<br />
3/8 11/16 .075˝ 200-8412 200-8413<br />
7/16 3/4 .063˝ 200-8406 200-8415 200-8419<br />
1/2 7/8 .063˝ 200-8407<br />
10mm 3/4 .072˝ 200-8421 200-8422<br />
91<br />
the bulk company fasteners
ulk the fasteners<br />
company<br />
92<br />
These handy washers are made to protect the<br />
top of holes from galling or collapsing around<br />
studs or bolts. They’re ideal for head bolt holes,<br />
mid-motor plates, or any other high-wear area<br />
that requires a washer. Easy to install by just oversizing<br />
hole and pressing in washer.<br />
<strong>ARP</strong> Insert Washers are fully<br />
CNC machined from premium<br />
thru-hardened 8740 stock.<br />
Note: Insert washers for<br />
Ford applications also listed<br />
on head bolt pages<br />
These handy devices are excellent for attaching hydraulic lines,<br />
control cables or wire bundles to the chassis. They’re stamped<br />
from 125,000 psi steel, heat-treated, and cadmium plated for<br />
extra durability. They have a ribbed back for extra strength.<br />
Attach with 10/32 bolts. Available in three heights.<br />
WELD BUNGS<br />
<strong>ARP</strong> has introduced a line of premium quality weld-in bungs.<br />
The parts are CNC machined from solid aluminum billet (6061)<br />
or 1018 mild steel. Applications include, but are not limited to:<br />
oil or fuel tanks, radiators, valve covers, manifolds, and rear axle<br />
housings. Fittings are available with female pipe threads, male<br />
AN, and female O-ring types. The fittings come in sizes: 1/4,<br />
3/8, 1/2, 3/4, and 1 inch sizes; NPT -6 thru -20 AN; and -6 thru<br />
-20 O-ring sizes.<br />
Aluminum Steel<br />
Size Part No. Size Part No.<br />
1/4 800-8101 1/4 800-8201<br />
3/8 800-8102 3/8 800-8202<br />
1/2 800-8103 1/2 800-8203<br />
3/4 800-8104 3/4 800-8204<br />
1 800-8105 1 800-8205<br />
INSERT WASHERS<br />
STAND-OFF BRACKETS<br />
Height<br />
Insert ID Insert OD OD Size 1 PC-Bulk 2 PC-Pack 10 PC-Pack<br />
1/4 .318 .562 200-8560 200-8565 200-8570<br />
5/16 .380 .625 200-8561 200-8566 200-8571<br />
3/8 .443 .750 200-8562 200-8567 200-8572<br />
7/16 .571 .812 200-8563 200-8568 200-8573<br />
7/16 .529 .875 200-8596 200-8597 200-8598<br />
1/2 .567 .875 200-8564 200-8569 200-8574<br />
10mm* .500 .790 400-8551<br />
* Stainless steel<br />
Red part numbers indicate new items<br />
Aluminum Steel<br />
Size Part No. Size Part No.<br />
AN6 800-8106 AN6 800-8206<br />
AN8 800-8107 AN8 800-8207<br />
AN10 800-8108 AN10 800-8208<br />
AN12 800-8109 AN12 800-8209<br />
AN16 800-8110 AN16 800-8210<br />
AN20 800-8111 AN20 800-8211<br />
Application Part No.<br />
10.32 x .465˝ Height 200-9301<br />
10.32 x .465˝ Height, radiused back 200-9305<br />
10.32 x .665˝ Height 200-9302<br />
10.32 x .865˝ Height 200-9303<br />
NPT AN Male AN O-Ring<br />
Aluminum Steel<br />
Size Part No. Size Part No.<br />
-6 800-8112 -6 800-8212<br />
-8 800-8113 -8 800-8213<br />
-10 800-8114 -10 800-8214<br />
-12 800-8115 -12 800-8215<br />
-16 800-8116 -16 800-8216<br />
-20 800-8117 -20 800-8217<br />
800-826-3045
Preload in lbs<br />
19,000<br />
18,000<br />
17,000<br />
16,000<br />
15,000<br />
14,000<br />
13,000<br />
800-826-3045<br />
Lubricant Comparison Data<br />
Installation Preload Scatter Comparison<br />
(Target Preload 18,000 LBS @ 120 FT-LBS)<br />
<strong>ARP</strong> Ultra-Torque<br />
EPL<br />
Moly<br />
Oil<br />
FASTENER ASSEMBLY LUBRICANT<br />
<strong>ARP</strong> Ultra-Torque ® fastener assembly lubricant has been specifically designed<br />
to reduce tension pre-load scatter and eliminate the need to cycle high performance<br />
engine fasteners before final installation. <strong>ARP</strong> Ultra-Torque® far surpasses all requirements<br />
offered by previous <strong>ARP</strong> lubricants in terms of fastener pre-load repeatability and<br />
performance lubricating properties. <strong>ARP</strong> Ultra-Torque® is a premier blend of extreme<br />
pressure lubricants combined with incredible anti-seize characteristics that perform<br />
amazingly well with all high performance engine fasteners.<br />
benefits of arp ultra-torque ®<br />
• OBTAINS: 95%-100% of all <strong>ARP</strong> recommended installation pre-loads on<br />
the first pull, without cycling fasteners before final installation.<br />
• MAINTAINS: all <strong>ARP</strong> recommended installation pre-loads within 5% on<br />
all remaining cycles, ensuring consistent and repeatable housing bores and/<br />
or cylinder bore dimensions (when using a honing plate) during machining,<br />
mock-up and assembly procedures. Saving you time and money!<br />
• STABILIZES: all <strong>ARP</strong> fastener installation pre-loads within 5% between a<br />
group of fasteners such as the deck surface of a cylinder block, the main web<br />
of a cylinder block or across the cap of a connecting rod.<br />
No matter what torque cycle you’re on…<strong>ARP</strong> Ultra-Torque® delivers more<br />
consistent, more repeatable fastener tension pre-loads than any other lubricant<br />
on the market today!<br />
• Prevents seizing and galling on all threaded fasteners.<br />
• Prevents rust and corrosion during the life of the lubricant.<br />
• Effective lubrication range -50˚F to 2000˚F.<br />
• 360˚F melting point.<br />
• Metal Free<br />
1 2 3 4 5 6 7 8 9 10<br />
Torque Cycle<br />
13,655 13,854 14,111 14,603 15,304 16,203 17,035 18,237 18,452 18,806<br />
15,262 15,559 16,338 16,788 16,859 17,093 17,565 18,121 18,603 18,838<br />
15,688 15,906 16,533 16,450 17,340 17,906 18,430 18,517 18,902 18,893<br />
17,928 17,819 17,736 17,883 18,202 18,099 18,356 18,494 17,906 18,163<br />
Preload in lbs<br />
19,000<br />
18,000<br />
17,000<br />
16,000<br />
15,000<br />
14,000<br />
13,000<br />
12,000<br />
Fastener to Fastener Preload Comparison<br />
(Target Preload 18,000 LBS @ 120 FT-LBS)<br />
<strong>ARP</strong> Ultra-Torque<br />
Moly<br />
EPL<br />
Oil<br />
Product Part No.<br />
<strong>ARP</strong> Ultra-Torque - (0.5 fl. oz. pouch) 100-9908<br />
<strong>ARP</strong> Ultra-Torque - (1.69 fl. oz. squeeze tube) 100-9909<br />
<strong>ARP</strong> Ultra-Torque - (10 oz. brush top container) 100-9910<br />
<strong>ARP</strong> Ultra-Torque - (20 oz. brush top container) 100-9911<br />
1 2 3 4 5 6 7 8 9 10<br />
Torque Cycle<br />
15,027 13,305 13,793 13,687 12,810 12,945 13,813 13,591 12,110 13,462<br />
15,593 16,451 15,477 15,336 15,554 15,506 16,290 14,908 15,014 16,576<br />
14,876 14,031 15,207 15,766 15,197 13,173 14,619 13,462 14,944 13,247<br />
18,321 18,549 18,025 18,282 18,353 18,028 18,176 18,182 17,929 18,443<br />
93<br />
the tools company
the company tools<br />
94<br />
THREAD SEALER<br />
<strong>ARP</strong> THREAD SEALER is a premium grade thread sealer that<br />
is designed for use on all wet deck cylinder block applications in<br />
order to prevent coolant leakage past the head bolt threads, while<br />
duplicating the recommended installation pre-loads associated<br />
with all <strong>ARP</strong> cylinder head bolts and studs. <strong>ARP</strong> thread sealer<br />
• PTFE based formula w/rust & corrosion inhibitors.<br />
• Effective range: -30˚ to 550˚F.<br />
• Sealant range: 10,000 psi (pressure).<br />
• Application: delivers a flexible leak-proof seal in aluminum,<br />
steel, stainless steel and plastic against coolants, water, gasoline,<br />
natural gas and LPG.<br />
• Designed for use with bolts<br />
Product Part No.<br />
Thread Sealer (1.69 fl. oz.) 100-9904<br />
TOP ENGINE BUILDERS AND<br />
MANUFACTURERS INSIST ON <strong>ARP</strong>!<br />
Master engine builders in all forms of racing<br />
know that it takes <strong>ARP</strong> fasteners to win races and<br />
championships.<br />
Bill Mitchell<br />
Owner<br />
World Products<br />
can also be used on pipe plugs, pipe fittings, fuel line fittings or<br />
any fitting that requires a flexible leak proof seal. <strong>ARP</strong> thread<br />
sealer is designed for use on aluminum, steel, stainless steel and<br />
plastic materials against coolants, water, gasoline, oil, natural gas<br />
and LPG.<br />
They know that <strong>ARP</strong> makes the best fasteners<br />
in the business. If you’re not using <strong>ARP</strong>, then what<br />
are you waiting on?<br />
Austin Coil<br />
Crew Chief<br />
John Force <strong>Racing</strong><br />
Rick Mann<br />
Chief Engine Builder<br />
ECR Engines<br />
800-826-3045
THREAD CLEANING CHASERS<br />
<strong>ARP</strong>’s handy thread<br />
cleaning chaser taps are<br />
designed with correct<br />
thread pitch and diameter<br />
to clean dirty blind or<br />
thru holes. Taps come in<br />
five USS sizes: 1/4˝, 5/16˝,<br />
3/8˝, 7/16˝ and 1/2˝, as well<br />
as metric. They are sold individually<br />
or in sets. Please note<br />
that these are strictly cleaning taps<br />
and are not designed to cut thread. They<br />
are a handy addition to the tool box of any serious engine builder and<br />
an essential aid to preparing any block for final assembly. Don’t take a<br />
chance on weakening block and cylinder head threads. Use these handy<br />
thread cleaning chasers whenever possible!<br />
SPARK PLUG INDExER<br />
By allowing you to consistently position spark plug ground electrodes<br />
out of harm’s way, the <strong>ARP</strong> indexing tool takes the guess-work out of<br />
installing spark plugs where the combustion chamber and high dome piston<br />
clearances is critical. Designed to fit in the palm of your hand, this<br />
tool eliminates the need to perform cylinder head calibration. Best of all,<br />
the <strong>ARP</strong> indexer is made from aluminum alloy with precision machined<br />
threads that allows you to proof the quality of spark plug threads before<br />
installation in expensive cylinder heads. Anodized for protection and<br />
quick recognition. For use with tapered gasket 14mm plugs.<br />
800-826-3045<br />
OIL PUMP PRIMER KITS<br />
Those first moments an engine runs prior to building oil pressure<br />
are when damage can easily occur. <strong>ARP</strong>’s Oil Pump Primer Kit lets you<br />
spin the oil pump with a drill motor and bring up the oil pressure prior<br />
to starting the engine. This prevents any unnecessary wear or damage<br />
to rotating, reciprocating and valve train components. <strong>ARP</strong>’s rugged<br />
primer shafts are rated at 170,000 psi to ensure extended service life<br />
of this valuable tool. They<br />
feature a special billet aluminum<br />
sleeve that accurately<br />
positions the shaft and keeps<br />
it from wobbling.<br />
ROD BOLT<br />
ExTENSIONS<br />
A long taper and full radius prevents nicking and scratching of<br />
crankshaft journals during connecting rod installation. <strong>ARP</strong> rod bolt<br />
extensions act as a guide during piston and rod installation – they will<br />
also hold the bearing shell in position in some applications. Available<br />
in 5/16˝, 3/8˝ and 7/16˝ extensions are packaged in pairs and are<br />
hard anodize color coded for ease of identification.<br />
Size Part No.<br />
5/16 910-0001<br />
3/8 910-0003<br />
7/16 910-0004<br />
Set of 3 910-0005<br />
Size Part No.<br />
1/4-20 911-0001<br />
5/16-18 911-0002<br />
3/8-16 911-0003<br />
7/16-14 911-0004<br />
1/2-13 911-0005<br />
Size Part No.<br />
M8 x 1.25 912-0001<br />
M10 x 1.25 912-0002<br />
M10 x 1.50 912-0003<br />
M11 x 1.25 912-0004<br />
M11 x 1.50 912-0005<br />
M11 x 2.00 912-0011<br />
M12 x 1.25 912-0006<br />
M12 x 1.50 912-0007<br />
M12 x 1.75 912-0008<br />
Combination Sets Specs Part No.<br />
USS Combo Pack. 5-pc 1/4 through 1/2 911-0006<br />
Metric Combo Pack, 4-pc 1.25 Pitch 912-0009<br />
Metric Combo Pack, 4-pc 1.50 & 1.75 Pitch 912-0010<br />
CHEVROLET<br />
Product Part No.<br />
Spark Plug Indexer 920-0001<br />
Application Part No.<br />
SB & BB and 90˚ deluxe, 9.00˝ O.A.L. 130-8802<br />
FORD<br />
Small block, 1/4˝ hex drive 150-8801<br />
351C, 351W, 351M, 400, 429/460, 5/16˝ hex drive 150-8802<br />
95<br />
the tools company
the company tools<br />
96<br />
TAPERED RING COMPRESSORS<br />
<strong>ARP</strong>’s new ring compressors are CNC machined from 6061-<br />
T6 billet tube material and feature a true radius for each different<br />
bore diameter. What’s more, they are relieved for wire O-rings on<br />
bottom. Type 3 anodizing is used for long life, and the bore size<br />
is prominently engraved in 3/4˝ high numbers for easy identification.<br />
Standard stocking sizes from 3.552˝ to 4.750˝ (SAE) and<br />
75mm to 95.5mm (metric). The true radius design is far superior<br />
to conventional “tapered” devices, and widely acclaimed by professional<br />
engine builders! This is truly the very best piston ring<br />
compressor on the market today.<br />
Size Part No.<br />
3.552 899-5520<br />
3.572 899-5720<br />
3.800 899-8000<br />
3.830 899-8300<br />
3.900 899-9000<br />
4.000 900-0000<br />
4.005 900-0050<br />
4.010 900-0100<br />
4.020 900-0200<br />
4.030 900-0300<br />
4.040 900-0400<br />
4.060 900-0600<br />
4.070 900-0700<br />
4.080 900-0800<br />
4.090 900-0900<br />
4.100 900-1000<br />
4.105 900-1050<br />
4.110 900-1100<br />
Size Part No.<br />
4.115 900-1150<br />
4.125 900-1250<br />
4.130 900-1300<br />
4.135 900-1350<br />
4.140 900-1400<br />
4.145 900-1450<br />
4.155 900-1550<br />
4.165 900-1650<br />
4.170 900-1700<br />
4.175 900-1750<br />
4.185 900-1850<br />
4.187 900-1870<br />
4.220 900-2200<br />
4.235 900-2350<br />
4.250 900-2500<br />
4.255 900-2550<br />
4.260 900-2600<br />
4.270 900-2700<br />
ROD BOLT<br />
STRETCH GAUGE<br />
Size Part No.<br />
4.280 900-2800<br />
4.290 900-2900<br />
4.310 900-3100<br />
4.320 900-3200<br />
4.330 900-3300<br />
4.350 900-3500<br />
4.360 900-3600<br />
4.375 900-3750<br />
4.390 900-3900<br />
4.400 900-4000<br />
4.440 900-4400<br />
4.470 900-4700<br />
4.500 900-5000<br />
4.530 900-5300<br />
4.560 900-5600<br />
4.600 900-6000<br />
4.625 900-6250<br />
4.750 900-7500<br />
We highly recommend using a stretch gauge when installing<br />
rod bolts and other fasteners where it is possible to measure the<br />
length of the bolt after tightening. It is the most accurate way<br />
to determine the correct pre-load in the rod bolt. Simply follow<br />
manufacturer’s instructions, or use the chart on page 25 of this<br />
catalog for <strong>ARP</strong> fasteners. Measure the fastener prior to starting,<br />
and monitor overall length during installation. When the bolt has<br />
stretched the specified amount, the correct preload, or torque,<br />
has been applied. We recommend you maintain a chart of all rod<br />
bolts, and copy down the length of the fastener prior to and after<br />
installation. If there is a permanent increase of .001˝ in length<br />
or more, or if there is deformation, the bolt should be replaced<br />
immediately. Don’t chance it! A sample chart is as follows:<br />
<strong>ARP</strong> offers a highly accurate stretch gauge with a dial indicator<br />
that reads in increments of .0005˝. Features extra heavy<br />
springs for consistent repetition. Comes with a heavy-duty, insulated<br />
plastic carrying case for protection. A “must” for any serious<br />
engine builder.<br />
Size Part No.<br />
75.00mm 901-7500<br />
75.50mm 901-7550<br />
76.00mm 901-7600<br />
76.50mm 901-7650<br />
77.00mm 901-7700<br />
77.50mm 901-7750<br />
78.00mm 901-7800<br />
78.50mm 901-7850<br />
79.00mm 901-7900<br />
79.50mm 901-7950<br />
80.00mm 901-8000<br />
80.50mm 901-8050<br />
81.00mm 901-8100<br />
81.50mm 901-8150<br />
Size Part No.<br />
82.00mm 901-8200<br />
82.50mm 901-8250<br />
83.00mm 901-8300<br />
83.50mm 901-8350<br />
84.00mm 901-8400<br />
84.50mm 901-8450<br />
85.00mm 901-8500<br />
85.50mm 901-8550<br />
86.00mm 901-8600<br />
86.50mm 901-8650<br />
87.00mm 901-8700<br />
87.50mm 901-8750<br />
88.00mm 901-8800<br />
88.50mm 901-8850<br />
Product Part No.<br />
Stretch Gauge 100-9941<br />
Stretch Gauge, billet-style 100-9942<br />
Available in standard<br />
& metric<br />
Size Part No.<br />
89.00mm 901-8900<br />
89.50mm 901-8950<br />
90.00mm 901-9000<br />
90.50mm 901-9050<br />
91.00mm 901-9100<br />
91.50mm 901-9150<br />
92.00mm 901-9200<br />
92.50mm 901-9250<br />
93.00mm 901-9300<br />
93.50mm 901-9350<br />
94.00mm 901-9400<br />
94.50mm 901-9450<br />
95.00mm 901-9500<br />
95.50mm 901-9550<br />
800-826-3045
800-826-3045<br />
PROMOTIONAL MATERIALS<br />
P.O.P. POSTERS<br />
There are four distinctive point-of-purchase posters<br />
available from <strong>ARP</strong>, each covering an important<br />
product group. They measure 24˝ by 12˝.<br />
Product Part No.<br />
Rod Bolts 999-9901<br />
Cylinder Head & Main Studs 999-9902<br />
Valve Train Components 999-9903<br />
Stainless Steel Accessory Bolts 999-9904<br />
BANNERS<br />
You’ll see these familiar banners at race tracks<br />
from coast to coast, and you can have one for your<br />
facility, too. They’re screened on heavy-duty cloth<br />
and have grommets on the corners. They measure 5<br />
feet by 3 feet.<br />
Product Part No.<br />
Banner 999-9950<br />
PLAN-O-GRAMS<br />
These product layouts will help you showcase<br />
popular items. They feature full color product photos,<br />
with provisions to display the product itself.<br />
The Plan-O-Gram is calculated on a 1˝ spaced grid<br />
pattern so it can be used on pegboard, gridwall, etc.<br />
The first offering measures approximately 2´ wide<br />
by 4´ tall, with a larger version under development<br />
at press time.<br />
Product Part No.<br />
Driveline Planogram - 24˝ x 48˝ 999-9975<br />
Accessory Planogram - 24˝ x 48˝ 999-9976<br />
Driveline Header Card - 24˝ x 5˝ 999-9977<br />
Accessory Header Card - 24˝ x 5˝ 999-9978<br />
General Header Card - 24˝ x 5˝ 999-9979<br />
d r i v e l i n e Fa s t e n e r s<br />
The World Leader in <strong>Racing</strong> Fastener Technology<br />
a c c e s s o r y Fa s t e n e r s<br />
The World Leader in <strong>Racing</strong> Fastener Technology<br />
#999-9977<br />
#999-9978<br />
97<br />
the tools company
the company<br />
98<br />
TRIBUTE TO SMOKEY YUNICK<br />
For many years “Smokey” Yunick served as a valued tech consultant and<br />
spokesman for <strong>ARP</strong>. He was a popular host of our Tech Seminars at trade<br />
shows, and his knowledge of fasteners was truly astounding. Smokey<br />
passed away in 2001, but his wit and wisdom will live on. Here are a few<br />
of his observations and tech tips. R.I.P, Smokey!<br />
Yesterday, fastener technology was pretty much “cut and try.”<br />
Often times the thinking was, if it breaks go to one size bigger.<br />
The game of substituting aircraft fasteners didn’t work either.<br />
Although the quality was there, aviation fasteners simply didn’t<br />
exist for across-the-board substitution. They still don’t.<br />
In real life there was no bullet-proof manufacturer of fasteners<br />
specifically for race cars. There were attempts by various<br />
fastener manufacturers to<br />
claim expertise on a few special<br />
applications like rod bolts<br />
and wheel studs. But in reality,<br />
results were mixed, from<br />
good to terrible.<br />
It’s this simple; properly<br />
designing racing fasteners<br />
requires the skills of metallurgists,<br />
stress analysts and<br />
engineers. And to make them<br />
requires special machinery and<br />
manufacturing techniques. It<br />
is also a fact that there is no<br />
way to do this cheaply, or in<br />
high volume production.<br />
Hall of Fame Mechanic<br />
“Smokey” Yunick<br />
I was asked to be a spokesman<br />
for <strong>ARP</strong>. Because I had<br />
never done this before, I made<br />
it a point to visit the <strong>ARP</strong> manufacturing facilities to see if their<br />
products were good enough for me to endorse comfortably. The<br />
visit blew my mind. I’ve been around some nut and bolt joints<br />
before, but nothing I’d seen before could compare with the quality<br />
of inspection of the raw materials and their manufacturing process.<br />
Examining the “Over-Kill” fallacy<br />
If there’s one thing I’ve heard over and over from visitors to<br />
trade shows and races it’s,“Your fasteners are great. I’m not having<br />
any problems but I’m being told, by your competitors, that <strong>ARP</strong> is overkill<br />
and therefore I’m wasting some money when I buy <strong>ARP</strong> pan bolts,<br />
manifold bolts or just about everything except for certain critical<br />
engine, drive train or suspension fasteners.” My first instinct is to<br />
say they are full of _ _ _ _.<br />
But the subject is worth talking about. Cost is an important<br />
consideration when you choose a particular vendor’s offering. Still,<br />
if you use lesser quality fasteners and they were not subject to many<br />
assembly and disassembly cycles, by people with varying skills<br />
from professional to rank amateur. Maybe, just maybe, you could<br />
make a case for minimum grade fasteners that are over designed,<br />
size-wise, to allow a reasonably safe application for conservative<br />
usage.<br />
Now, lets get back in our world. The real world. We can expect<br />
the engines and vehicles to be leaned on, from a little to beyond any<br />
sensible extreme. We can expect 10 or more assembly/disassembly<br />
cycles. We can expect over-torquing, which will leave the fastener<br />
looking 100% but actually in a condition RED, semi-failed mode.<br />
We can expect some fasteners that are minimal in quality to end<br />
up in a critical, high-stress area. We can’t expect everyone to be<br />
able to look at a fastener and determine its quality by looks, or<br />
even by markings. So we leave ourselves wide open for expensive<br />
and possibly dangerous results. For the amount of money saved by<br />
“type rating” every fastener’s capability, and consideration of a long<br />
range view of the best mix of customers, I recommend all fasteners<br />
be of a quality that does exceed the minimum standards.<br />
“It’s to your advantage to know fasteners.”<br />
To thoroughly understand it all would require at least 4 specific<br />
engineering degrees and 20 years of hands on experience in<br />
each. Nothing is forever, but take my word for it, <strong>ARP</strong> is the only<br />
game in town today. Just about every successful racer I know today<br />
uses their stuff 100%. You can help yourself in reference to material<br />
specs, thread lubes and torque techniques, also in fastener<br />
maintenance and handling. If you do a good job here, you’ll never<br />
lose position in a race from fastener failure.<br />
There are many “little things” to consider<br />
1. When you use a locking chemical for studs, bolts or even nuts,<br />
consider if you really need it.<br />
2. If you are using a locking chemical, don’t force nuts off or studs<br />
out without a proper first step, like heat or release chemical.<br />
3. If you can’t easily screw a nut and bolt together by hand they<br />
shouldn’t be used.<br />
4. Consider the importance in regard to how many exposed<br />
threads are left when fastener is set. Turns out this has a bearing<br />
on necessary torque and ultimate strength of the fastener.<br />
5. Gradually try to understand and learn the difference in the<br />
various steels used in fasteners.<br />
6. Turns out, the best way to consider a fastener as a spring of<br />
correct elasticity for that specific job. Yup, a fastener works best<br />
when stretched a specific amount.<br />
7. You have got to start studying fasteners just like you do pistons,<br />
cranks, rods, etc. There’s a lot to learn if you know what to<br />
look for.<br />
8. The more you understand all the design limitations of fasteners,<br />
the better the engine durability will be.<br />
9. If you can’t stretch the bolt enough, it can still fatigue, lose<br />
torque or get loose.<br />
10. Use a stretch gauge whenever possible. This is the only foolproof<br />
method of getting the correct clamping force.<br />
11. Get access to a master gauge to check your torque wrenches.<br />
You’d be surprised at how many torque wrenches read incorrect.<br />
12. Don’t forget that you’ll get different torque readings when<br />
using different lubricants.<br />
13. Always use <strong>ARP</strong> fastener assembly lubricant whenever possible.<br />
Get the “Inside Scoop” in Smokey’s book...<br />
In addition to being one of racing’s most famous innovators<br />
and personalities, Smokey Yunick was known for being opinionated<br />
on many matters. He told it like it was, according to<br />
Smokey. Before his passing, Yunick spent considerable effort<br />
compiling anecdotes from his illustrious career. It’s a “must have”<br />
book for anyone who is into auto racing. From Daytona Beach<br />
to Indy, Smokey lets it rip!<br />
For details on purchasing<br />
Smokey’s book or apparel call<br />
866-SMOKEY2 or visit: www.<br />
SmokeyYunick.com<br />
800-826-3045
<strong>ARP</strong> RACING JACKET<br />
Our colorful “checkered flag” racing jacket would be a welcome<br />
addition to any race fans wardrobe. There’s a full nylon lining with<br />
a handy zippered pocket. A heavy-duty metal zipper provides<br />
closure, while an elastic waistband and cuffs, plus generous side<br />
pockets, round out the technical features. Graphically, there’s a<br />
large <strong>ARP</strong> logo embroidered on the back and a smaller version in<br />
front. These jackets are available in L and XL sizes only.<br />
HATS<br />
RACING T-SHIRTS<br />
Our T-shirts are heavy-duty 100% cotton and built to last!<br />
Adult sizes are available in three popular colors: white, sand and<br />
ash while childrens sizes are available in white, orange and ash.<br />
On the back is a large silk-screened full-color graphic with a<br />
“blueprint” theme and a small <strong>Automotive</strong> <strong>Racing</strong> Products logo<br />
is screened on the front. <strong>ARP</strong> T-shirts are available in sizes Small<br />
to XXXL for adults and Small (6-8), Medium (10-12) and Large<br />
(14-16) for children. Please state sizes when ordering.<br />
UNIFORM PATCHES<br />
Add color to your jacket, crew uniform, driving suit or<br />
shop apron with<br />
these top quality<br />
embroidered<br />
emblems. They<br />
measure approximately<br />
5˝ wide<br />
by 2˝ tall.<br />
800-826-3045<br />
HOODED SWEATSHIRT<br />
ORDERING PROCEDURES<br />
All apparel must be ordered directly from <strong>ARP</strong>. Our dealers do not<br />
handle apparel. You may charge the order to your Visa or Master Card<br />
account. Please make sure you order the correct sizes, as we have a very<br />
strict return policy. Appropriate shipping charges will be added to each<br />
order; plus sales tax for California residents.<br />
CHECKERED FLAG<br />
JACKET<br />
back<br />
RACING T-SHIRTS<br />
SHOP APRON<br />
SWEATSHIRT<br />
APPAREL<br />
All <strong>ARP</strong> apparel is sold on the basis of your being responsible for sizes.<br />
If there is a problem, you must return the garment to <strong>ARP</strong> within a week of<br />
receipt. Any garment that has been worn and soiled, dry cleaned or laundered,<br />
cannot be returned.<br />
99<br />
the apparel company
<strong>ARP</strong> ®<br />
Quality Fasteners...<br />
The Reliable Way To Assemble An Engine!<br />
Sales Policy & General<br />
Information<br />
Hours of Operation: 7:30 AM to 4:30 PM Monday through<br />
Friday (Pacific Standard Time). Will Call Hours: 8:00 AM to<br />
4:00 PM Monday through Friday at Ventura location only.<br />
For technical assistance, direct all written correspondence to<br />
the address below or E-mail us at info@arpfasteners.com or<br />
visit one of our web sites at arp-bolts.com or arpdiesel.com.<br />
Orders<br />
Call 805-339-2200 and request the order desk.<br />
FAX orders should be sent to 805-650-0742.<br />
E-mail orders to: arp-esales@arpfasteners.com<br />
Prices<br />
All prices are subject to change without notice. Warehouse,<br />
Distributor and Jobber price lists are available directly from<br />
<strong>ARP</strong> or local parts suppliers. <strong>ARP</strong> ®<br />
encourages local retail<br />
sales. In the event there is no supplier or special assistance is<br />
required, you may contact <strong>ARP</strong> ®<br />
directly at 805-339-2200.<br />
®<br />
All <strong>ARP</strong><br />
Fasteners Are Proudly Made In The U.S.A.<br />
arp-bolts.com arpdiesel.com toll free 800-826-3045<br />
1863 Eastman Ave. Ventura, CA 93003 USA • Local: 805-339-2200 • Fax: 805-650-0742<br />
<strong>ARP</strong> ® Special Projects Department –<br />
Ask us what we can make for you!<br />
Terms<br />
Orders may be paid for using VISA, MasterCard or American<br />
Express. All orders and open accounts are subject to credit<br />
approval by <strong>ARP</strong>. ®<br />
Shipping<br />
Normal shipping is United Parcel Service Ground. Next Day Air,<br />
2nd Day Air, and 3-Day Select are also available. Orders must<br />
be processed by 12:00 noon (PST). All orders are shipped<br />
freight collect.<br />
Merchandise Returns<br />
Contact a customer service representative if you are not<br />
completely satisfied with the performance of a product manufactured<br />
by <strong>ARP</strong> ®<br />
to obtain an RMA. Always include a copy of<br />
the original invoice.<br />
A list of worldwide <strong>ARP</strong> ®<br />
retailers is continually updated at arp-bolts.com